Without Overdrive
TORQUE CONVERTERCONSTRUCTION AND OPERATION
The torque converter couples the engine to the planetary gears through transmission fluid and provides hydraulic torque multiplication when required.
The 3-element torque converter consists of a pump or driving member, a turbine or driven member, and a stator assembly.
The Torque Converter Clutch Assembly consists of a 3-element torque converter with the addition of a Torque Converter Clutch (TCC). TCC is splined to the turbine assembly, and when operated, applies against the converter cover providing a mechanical direct drive coupling of the engine to the planetary gears.
TCC is turned ON and OFF by the TCC solenoid valve in transmission which operates according to the signal from control circuit as follows.
1. When 12 V is applied to solenoid, solenoid valve closes to turn ON TCC (mechanical direct drive coupling).
2. When 0 V is applied to solenoid, solenoid valve opens to turn OFF TCC (no function of TCC).
CONVERTER STATOR OPERATION
STATOR ASSEMBLY FREEWHEELS
If the stator roller clutch becomes ineffective, the stator assembly freewheels at all times in both directions. With this condition, the vehicle tends to have poor acceleration from a standstill.
If poor acceleration problems are noted, what to be checked first are that the exhaust system is not blocked, the engine is running properly and the transmission is in first (1st) gear when starting out.
STATOR ASSEMBLY REMAINS LOCKED UP
If the stator assembly remains locked up at all times, the engine r/min and vehicle speed will tend to be limited or restricted at high speeds.
The vehicle performance when accelerating from a standstill will be normal. Engine overheating may be noted. Visual examination of the converter may reveal a blue color from the overheating that will result.
Under above conditions, if the converter has been removed from the transmission, the stator roller clutch can be checked by inserting a finger into the splined inner race of the roller clutch and trying to turn the race in both directions. The inner race should turn freely clockwise, but not turn or be very difficult to turn counterclockwise.
Do not use the pump cover to turn the race as the results may be misleading.
DO NOT REPLACE CONVERTER FOR FOLLOWING CONDITIONS:
1. The fluid has an odor, is discolored, and there is no evidence of metal particles. There is no indication that there is internal damage, nor any oil pump damage. Dumb out as much fluid as possible from the converter and replace only the oil pump screen in the pan.
2. A small amount of wear (sometimes referred to as fretting wear) appears on the hub where the oil pump drive gear locates. A certain amount of such wear is normal for both the hub and oil pump gear. Neither the converter nor the oil pump assembly should be replaced.