Re: Larry's 1951 Club Sedan Project
Posted by Larry51 On 2016/2/27 19:09:03
Torque Converter Overhaul
Started this some weeks ago, so I'm doing the catch-up blog thing for a few posts.
Because I suspect some of the tranny leaks I have are from the torque converter, the first stage will be to recon a spare one complete with spare bell housing that was attached to it. Both are very dirty condition and I've already noticed one of the drain plugs is snapped off flush with the housing. Will need to remove that and find a new plug.
Good brass plug
[img width=350]<a href="http://s829.photobucket.com/user/Larry51_2009/media/Packard%20Project/Ultramatic%20Overhaul/P1000776_zpse82ut08r.jpg.html" target="_blank"><img src="http://i829.photobucket.com/albums/zz218/Larry51_2009/Packard%20Project/Ultramatic%20Overhaul/P1000776_zpse82ut08r.jpg" border="0" alt="776 photo P1000776_zpse82ut08r.jpg"/></a>[/img]
The broken one - damn! Wasn't all that easy to get it out cleanly, took a few hours
[img width=350]<a href="http://s829.photobucket.com/user/Larry51_2009/media/Packard%20Project/Ultramatic%20Overhaul/P1000777_zpsnkeqtv7p.jpg.html" target="_blank"><img src="http://i829.photobucket.com/albums/zz218/Larry51_2009/Packard%20Project/Ultramatic%20Overhaul/P1000777_zpsnkeqtv7p.jpg" border="0" alt="777 photo P1000777_zpsnkeqtv7p.jpg"/></a>[/img]
No idea what condition the guts of the converter will be like but I have new seal and bushing for it.
Reading the manual I need to check the converter shaft backlash so adapted a dial indicator to a small tool holder which worked OK. Normally you might use the special micrometer the Manual recommends IF you can find one! (Someone on packardinfo has one of these). I'll settle for the alternative method.
Dial Indicator method can replace the Packard special tool
[img width=350]<a href="http://s829.photobucket.com/user/Larry51_2009/media/Packard%20Project/Ultramatic%20Overhaul/P1000799_zpsepwturep.jpg.html" target="_blank"><img src="http://i829.photobucket.com/albums/zz218/Larry51_2009/Packard%20Project/Ultramatic%20Overhaul/P1000799_zpsepwturep.jpg" border="0" alt="779 photo P1000799_zpsepwturep.jpg"/></a>[/img]
[img align=left width=350]<a href="http://s829.photobucket.com/user/Larry51_2009/media/Packard%20Project/Ultramatic%20Overhaul/P1000765_zpsktpmurvu.jpg.html" target="_blank"><img src="http://i829.photobucket.com/albums/zz218/Larry51_2009/Packard%20Project/Ultramatic%20Overhaul/P1000765_zpsktpmurvu.jpg" border="0" alt="765 photo P1000765_zpsktpmurvu.jpg"/></a>[/img]
The backlash was just within limits. I don't have any thrust spacers other than the one fitted so that was fortunate.
I've been wondering what conditions can alter the backlash reading - whether it might change with wear, or is a manufacturing issue, or if swapping certain parts in the converter would alter it??
Maybe someone knows the answer, as I couldn't easily figure that out, and it would be very handy to know the answer!
Next, undid the converter pump cap bolts after noting that there were two punch marks adjacent for alignment.
Existing punch marks
The interior of the converter looks clean, with red ATF (- not much black ATF anywhere) and no debris present. Inspected everything for cracks, scoring etc and was OK.
EDIT: Well, I'm having no luck adding my images today . . . . the blog goes off to 'never-never land' when I add one. Maybe the images are too large?? (No - 640x480, around 150KB)
So I'll try again later when the Server has had it's afternoon nap. Apologies for the partial blog.
Have asked BigKev for help with this problem which won't go away.
P781
5
6
Noted the thrust washer orientation
P7999
P801
Marked relative position of clutch plate to housing, as advised by Manual. These units are balanced at the factory so it's important to do these markings.
P806
Inspected the bell housing bushing and oil seal. Some wear and markings on the bushing so it will be replaced as will the seal.
P811
Measured the piston ring gaps as per the Manual and found they were both worn beyond spec so will replace them.
P812
Drilled out the broken brass drain plug from the converter clutch housing with a drill bit a tad smaller than the plug. Fingers crossed this will work. Scratched the remains of the brass thread out as much as possible with some riffler files. I re-tapped the 1/8 inch NPT (tapered) thread as closely as possible and a new NPT Allen (hex key) plug fitted OK. Swapped the other side brass plug for a similar Allen plug to keep the balance the same. I will use thread tape on these as a precaution.
P851, 869
Started this some weeks ago, so I'm doing the catch-up blog thing for a few posts.
Because I suspect some of the tranny leaks I have are from the torque converter, the first stage will be to recon a spare one complete with spare bell housing that was attached to it. Both are very dirty condition and I've already noticed one of the drain plugs is snapped off flush with the housing. Will need to remove that and find a new plug.
Good brass plug
[img width=350]<a href="http://s829.photobucket.com/user/Larry51_2009/media/Packard%20Project/Ultramatic%20Overhaul/P1000776_zpse82ut08r.jpg.html" target="_blank"><img src="http://i829.photobucket.com/albums/zz218/Larry51_2009/Packard%20Project/Ultramatic%20Overhaul/P1000776_zpse82ut08r.jpg" border="0" alt="776 photo P1000776_zpse82ut08r.jpg"/></a>[/img]
The broken one - damn! Wasn't all that easy to get it out cleanly, took a few hours
[img width=350]<a href="http://s829.photobucket.com/user/Larry51_2009/media/Packard%20Project/Ultramatic%20Overhaul/P1000777_zpsnkeqtv7p.jpg.html" target="_blank"><img src="http://i829.photobucket.com/albums/zz218/Larry51_2009/Packard%20Project/Ultramatic%20Overhaul/P1000777_zpsnkeqtv7p.jpg" border="0" alt="777 photo P1000777_zpsnkeqtv7p.jpg"/></a>[/img]
No idea what condition the guts of the converter will be like but I have new seal and bushing for it.
Reading the manual I need to check the converter shaft backlash so adapted a dial indicator to a small tool holder which worked OK. Normally you might use the special micrometer the Manual recommends IF you can find one! (Someone on packardinfo has one of these). I'll settle for the alternative method.
Dial Indicator method can replace the Packard special tool
[img width=350]<a href="http://s829.photobucket.com/user/Larry51_2009/media/Packard%20Project/Ultramatic%20Overhaul/P1000799_zpsepwturep.jpg.html" target="_blank"><img src="http://i829.photobucket.com/albums/zz218/Larry51_2009/Packard%20Project/Ultramatic%20Overhaul/P1000799_zpsepwturep.jpg" border="0" alt="779 photo P1000799_zpsepwturep.jpg"/></a>[/img]
[img align=left width=350]<a href="http://s829.photobucket.com/user/Larry51_2009/media/Packard%20Project/Ultramatic%20Overhaul/P1000765_zpsktpmurvu.jpg.html" target="_blank"><img src="http://i829.photobucket.com/albums/zz218/Larry51_2009/Packard%20Project/Ultramatic%20Overhaul/P1000765_zpsktpmurvu.jpg" border="0" alt="765 photo P1000765_zpsktpmurvu.jpg"/></a>[/img]
The backlash was just within limits. I don't have any thrust spacers other than the one fitted so that was fortunate.
I've been wondering what conditions can alter the backlash reading - whether it might change with wear, or is a manufacturing issue, or if swapping certain parts in the converter would alter it??
Maybe someone knows the answer, as I couldn't easily figure that out, and it would be very handy to know the answer!
Next, undid the converter pump cap bolts after noting that there were two punch marks adjacent for alignment.
Existing punch marks
The interior of the converter looks clean, with red ATF (- not much black ATF anywhere) and no debris present. Inspected everything for cracks, scoring etc and was OK.
EDIT: Well, I'm having no luck adding my images today . . . . the blog goes off to 'never-never land' when I add one. Maybe the images are too large?? (No - 640x480, around 150KB)
So I'll try again later when the Server has had it's afternoon nap. Apologies for the partial blog.
Have asked BigKev for help with this problem which won't go away.
P781
5
6
Noted the thrust washer orientation
P7999
P801
Marked relative position of clutch plate to housing, as advised by Manual. These units are balanced at the factory so it's important to do these markings.
P806
Inspected the bell housing bushing and oil seal. Some wear and markings on the bushing so it will be replaced as will the seal.
P811
Measured the piston ring gaps as per the Manual and found they were both worn beyond spec so will replace them.
P812
Drilled out the broken brass drain plug from the converter clutch housing with a drill bit a tad smaller than the plug. Fingers crossed this will work. Scratched the remains of the brass thread out as much as possible with some riffler files. I re-tapped the 1/8 inch NPT (tapered) thread as closely as possible and a new NPT Allen (hex key) plug fitted OK. Swapped the other side brass plug for a similar Allen plug to keep the balance the same. I will use thread tape on these as a precaution.
P851, 869
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