Chapter 17

Torque Converters

Objectives (1 of 2)
Explain the function of the torque converter in
a vehicle equipped with an automatic
transmission.
Explain how the torque converter is coupled
between the crankshaft and the transmission.
Identify the three main elements of a torque
converter and describe their roles.
Define torque multiplication and explain how
it is generated in the torque converter.

Objectives (2 of 2)
Define both rotary and vortex fluid flow and
explain how each affects torque converter
operation.
Describe the overrunning clutch, lockup
clutch, and variable pitch stators.
Outline torque converter service and
maintenance checks.
Remove, disassemble, inspect, and
reassemble torque converter components.

Shop Talk
Torque converters can be confused with fluid
couplings because both use similar operating
principles.
The most fundamental difference is that
torque converters use curved blades, while
fluid couplings and fluid flywheels use
straight pitch blades.
Torque converters also use stators and have
the ability to multiply torque, neither of which
is characteristic of fluid couplings.

Torque Converters
Automatic transmissions use a torque converter to
couple the engine to the transmission.
The torque converter:
Transmits the twisting force or torque delivered to it
by the engine crankshaft
Multiplies engine torque when additional power is
needed

The amount of torque transferred from the engine to

the transmission by the torque converter is directly
related to engine rpm.

Torque Converter Construction

Truck torque converters can be:
Serviceable
Many torque converters are welded together.
A normal service shop cannot disassemble
them for servicing and repair.

Non serviceable
The only types of torque converters (T/Cs)
that are readily serviceable are the types that
are bolted together.

Flex Plate
The flex plate carries the
starter motor ring gear.
The combined mass of the
torque converter and flex
disc acts like a flywheel to
smooth out the power
pulses produced by the
engine.
The flex plate also allows for
a slight alignment tolerance
between the engine and
torque converter assembly.

Components
The torque converter
has three main
components.

Impeller
Turbine
Stator
Optional lockup clutch

Exterior
The exterior of the torque
converter shell is shaped
like two bowls facing each
other.
They are either welded or
bolted together.

A pilot shaft supports the

weight of the torque
converter at the front.
At the rear of the torque
converter shell is the pump
drive hub with notches or
flats which are used to drive
the transmission pump.

 Curved blades rotate as a unit with the shell at engine

speed. It starts the transmission oil circulating within the
torque converter shell.
The impeller is positioned with its back to the
transmission housing; the turbine is positioned with its
back to the engine.
The hub of the turbine is splined so that it can drive the
turbine (transmission input) shaft. The turbine shaft
transfers engine torque to the transmission gearing.

 The turbine blades are

designed to have a
greater curve than the
impeller blades.
This helps reduce oil
turbulence between the
turbine and impeller
bladesturbulence that
would slow impeller
speed and reduce the
converters efficiency.

 A fundamental law of
hydraulics states, The more
the moving stream of fluid is
diverted (changed), the
greater the force it places on
the curved reaction surface.
As oil in the torque
converter moves around the
turbine blades, it pushes
against the blades and
transmits additional force.

Principles of Operation
As the pump impeller rotates,
centrifugal force throws the oil
outward and upward.
The faster the impeller rotates,
the higher the centrifugal
force.
Fluid under pressure is
continuously delivered through
the converter hub.
It is important to note that the
oil pump delivering the fluid is
driven by the engine.
A seal or combination of seals
prevents fluid from being lost
from the system.

 Oil leaving the turbine is

directed to an external oil
cooler and then to the
transmission oil sump.
At idle there is insufficient
centrifugal force within the
torque converter to move the
truck.
As impeller speed increases
the centrifugal force of the oil
directed against the turbine
blades becomes great enough
to move the vehicle.

Shop Talk
There can be a mechanical connection
between the impeller and turbine by the use
of a lockup clutch.
A lockup clutch eliminates slippage between
the impeller and turbine at certain speeds.
This helps to reduce the heat generated in the
fluid and improves fuel mileage.

Types of Oil Flow (1 of 2)

The two types of oil flow that
occur within the T/C are:
Rotary
Rotary flow describes
the centrifugal force
applied to the fluid as
the converter rotates
on its axis.
Vortex
Vortex flow is the
circular flow that occurs
as the oil is forced from
the impeller to the
turbine and then back
to the impeller.

Types of Oil Flow (2 of 2)

If a toy pinwheel were held
at arms length and swung
in a large circle, air
movement at the outer circle
would produce rotary flow,
while the small circles cut by
the pinwheels propeller
vanes would produce vortex
flow.
The point when the speed of
the turbine approaches the
speed of the impeller is
referred to as the coupling
point.

Split Guide Rings

Fast moving oil exits the
impeller blades, striking the
turbine blades with
considerable force.
It then has a tendency to be
thrust back toward the center
of both impeller and turbine.
To control this fluid thrust and
the turbulence that results, a
split guide ring is located in
both the impeller and turbine
sections of the T/C.
The guide ring suppresses
turbulence, allowing more
efficient operation.

Stator (1 of 3)
The stator is the key to
torque multiplication. It
redirects the oil leaving the
turbine back to the impeller.
The stator then redirects the
fluid flow so that the oil
reenters the impeller,
moving in the same
direction as the impeller.
The kinetic energy
remaining in the oil now
helps rotate the impeller
with more force, multiplying
torque.

Stator (2 of 3)
The roller clutch is designed
with an inner race, rollers,
accordion (apply) springs,
and outer race.
Around the inside diameter
of the outer race are several
cam-shaped pockets.
The rollers and accordion
springs are located in
these pockets.

As the vehicle begins to

move, the stator stays in its
stationary or locked position.

Stator (3 of 3)
Locking mode takes place when the outer race attempts
to rotate counterclockwise.
The accordion springs force the rollers down the ramps
of the cam pockets.
As vehicle road speed increases, turbine speed
approaches impeller speed.
Oil exiting the turbine vanes now strikes the back face of
the stator, causing the stator to rotate in the same
direction as the turbine and impeller, unlocking the
clutch.

Variable Pitch Stator

Each of a series of
movable stator vanes
has a crank rod fitted
into a circular groove in
the hydraulic piston.
The movement of a
hydraulic piston varies
the angle of the stator
vanes.

Lockup Clutches
A lockup torque converter eliminates the 10 percent
slip that takes place at the coupling phase of
operation.
The engagement of a clutch has the advantage of
improving vehicle fuel economy, lowering overall
engine emissions, and reducing torque converter
operating heat and engine speed.

Caution
The torque converter is free to move forward
when the transmission is disconnected from
the engine.
To ensure that the torque converter does not
separate from the transmission while the
transmission is being removed from the
vehicle, install a retaining strap to hold the
T/C in position.

Lockup Clutch Back Plate

The back plate should be
flat to within 0.006 inch.
Inspect the football key slot
for evidence of wear from
movement of the lockup
back plate and football key.
Excessive wear or
elongation of the football
key slot will require
component replacement.
Inspect the back plate for
cracks, from the key slot to
the ID of plate.

Turbine Assembly
Inspect the turbine
assembly for cracked or
broken vanes and signs of
overheating.
If the turbine assembly is
taken apart, inspect the rivet
holes for signs of wear or
elongation.
The turbine assembly hub
should be checked for
stripped, twisted, or broken
splines.

Lockup Clutch Piston

Inspect the seal ring groove.
Check the lockup pinholes.
Inspect the friction surface
for wear, scoring, scratches,
signs of overheating, and
flatness.
It should be flat to within
0.003 inch TIR.

Inspect the seal surface.

Inspecting the Stator Assembly

Inspect the stator assembly.
Inspect the rivets for cracks
or loose fit.
Check the stator cam roller
pockets.
Inspect the stator thrust
bearing race surface.
Check the stator freewheel
roller surface, thrust bearing
surface, and roller bearing
surface.
Inspect the stator freewheel
rollers.

Pump/Impeller

Pump (Impeller) Hub (1 of 2)

Check the seal ring grooves
on the pump hub for
cracked edges, nicks, burrs,
and sharp edges.
Inspect the front seal
surface for scoring,
scratches, nicks, and
grooves.
No rework of any
irregularities noted is
allowed on the seal
surface.
The use of a crocus cloth
or light honing on this
surface could promote
leakage past the front seal.

Pump (Impeller) Hub (2 of 2)

There should be no signs of
cracks, scoring, metal
transfer, or heat damage on
the pump drive flange.
Inspect the snap ring groove
for burrs, cracks, and nicks.
Check the bearing race
surface.
Inspect the roller bearing
bore.
Inspect the gasket surface.
Inspect the pump hub for
pulled, stripped, or crossed
threads.

Summary (1 of 2)
Automatic truck (and passenger car) transmissions
use a type of fluid coupling known as a torque
converter to transfer engine torque from the engine
to the transmission.
A flex plate, sometimes called a flex disc, is used to
connect the torque converter to the crankshaft.
Transmission oil is used as the medium to transfer
energy from the engine-driven impeller to the
turbine, which in turn drives the transmission.

Summary (2 of 2)
Two types of oil flow take place inside the
torque converter.
Rotary flow and vortex flow

A converter lockup clutch enables a

mechanical coupling of the engine and
transmission.