TCS BILLET DIESEL CONVERTERS
Billet front covers are made for heavy duty diesel applications while maintaining the operating comfort for city driving. These billet covers are made from a solid steel block unlike a stamped OEM cover and, precision cnc machined to employ thicker and more durable sections where harmful heat build-up is often generated. A billet front cover is a necessary option for towing and heavy service applications. Various applications are shown on our PERFORMANCE CONVERTERS PAGE.
The Dodge OEM "Stamped and Fabricated Front Cover" shown to the right, provides good performance and service for normal driving applications. However, when heavy loads, long hills or power adders are applied, things can change in a hurry. OEM front covers are prone to distort after repeated overheating.
TCS makes a line of steel stators and billet aluminum stators for diesel torque converters. These stators are calibrated to provide superior performance through a highly efficient design and carry a lifetime warranty on all steel stator housings.
TCS applies 48 years of knowledge and experience to every converter build, providing customers with unmatched quality and reliability.
The automatic transmission is the most popular transmission used with diesel engines as manufacturers continually address known problems and issue upgrades in a timely fashion. Performance and reliability is the single most important issue for diesel owners. The vehicles they purchase are often intended for heavy duty use of one kind or another. Aftermarket power adders are routinely used to compliment towing, off-road and racing applications. OEM automatic transmissions provide good performance and efficiency for most driving situations including some towing activities however, those who like to push or load up their diesels on a more regular basis will want to install an appropriate shift kit or performance kit for a host of specific advantages available to them. Others may simply want to change the feel of their shifts for city or country driving. There are reliable aftermarket transmission re-programming and shift kits, specialized performance valve bodies, clutch packs etc to deliver exactly what is needed as long as you don't ask for too much from your transmission.
The fact that diesel engines produce massive amounts of torque at much lower engine speed than gas engines requires some discussion of the torque converter and its role in linking the diesel engine to the transmission. The torque converter performs in a similar fashion to the clutch assembly mated to a standard shift transmission although, the automatic will allow the engine to idle with the brakes applied at a stop. The torque converter is a fluid coupler and does not achieve full lockup like a standard clutch assembly. The standard clutch will slip only up to a vehicles crawl speed before fully engaging. The torque converter is mounted to the engine flywheel and receives the transmission input shaft on the opposing end through the hub. It is this combination of mechanics and eventual fluid coupling that is the focus of this discussion but, will avoid many details that may lead to confusing the basic understanding of the diesel torque converter's operation.
The torque converter and transmission share the same transmission fluid by way of the converter hub connection. As the impeller, (pump) rotates, the fixed fins direct the oil into the receiving fins mounted on the turbine which turns and drives the connected input shaft of the transmission. When the engine is at idle and the brakes applied, the turbine is prevented from turning because the input shaft rotation is prevented by the resulting brake application. When the brake application is released, the turbine will rotate as the fluid coupling is applied as the engine speed is increased to move the vehicle. As engine speed is increased so does the force and volume of oil applied to the turbine fins. As diesel engines produce maximum torque at lower engine speed, the stall speed of a diesel converter needs to be much lower than used in a gasoline engine arrangement. The term stall speed, in very basic terms, relates to the point where a hard foot brake application gives way to the increased engine speed thus moving the vehicle. The stall speed of a diesel converter is referred to as Low stall due to high torque output at low engine speed. It is efficiently necessary to have the converter's fluid coupling start at lower speeds to effectively move heavy loads from a stop position. Towing vehicles best demonstrate the advantage of applying big torque to heavy loads at low speeds in order to reduce excessive heat build up within the converter if it were allowed to slip too much on starts under load. Torque converter overheating is the single most destructive cause of torque converter damage and failure. If not addressed in a timely manner, converter malfunction will spread throughout the transmission. Aside from metal fragments, contaminants such as burned lockup clutch materials are deposited in place causing serious problems. The cost associated with repairing such damage is considerable to say the least.
Let's examine a few serious problems that converters face when overheating occurs. Vehicle manufacturers build their converters in a number of ways, most commonly stamped or formed from a flat steel plate into a bowl shaped part known as the front cover. The other half called the impeller or pump is formed in the same manner. The front cover is the section that has the mounting lugs, pads and or studs welded in place for mounting the converter to the engine flywheel. The front cover of a lockup converter has a machined surface inside where the lockup clutches engage and disengage causing heat buildup. The converter is generating heat any time the turbine and the front cover rpm are different. Excessive overheating results when a stock torque converter is used for towing applications especially during acceleration or climbing hills. The OEM formed front cover can experience warping or distortion to the extent where the lockup surface develops high and low points on the lockup surface thus reducing the contact area and causing slippage and chatter during the lockup phase. Front cover distortion can eventually develop cracking, oil leakage and fracturing at many areas on the formed front covers. Converter overheating contributes to the distortion and separation of non-welded turbine fins. Broken fins will ultimately lead to the total failure of the converter as well as transmission through the shared oil supply.
Slippage occurring during converter lockup is generally caused or affected by the converter's design, size and load placed on the vehicle. Engine power and rate of acceleration including terrain further affect a converter's ability to stay locked up. Late model converters now have a hydraulic pressurized clutch controlled by the vehicle's on-board computer or manual switch to activate the lockup.
Most OEM lockup converters come with one or more lockup discs, usually with less contact area than those found on aftermarket converters made with billet steel front covers. The larger lockup clutch surface area greatly improves efficiency and fuel economy while reducing one cause of heat generation. Where Dodge and Ford Pickups and SUV's are concerned, extended periods of towing heavy loads or adding more engine power can lead to where the clutch is overpowered, causing vehicle shudder as the lockup phase rapidly slips in and out. Excessive overheating and slippage causes clutch lining to burn up and distribute clutch dust throughout the transmission.
We have touched on some concerns of diesel power and today's OEM torque converters when loads are applied and how overheating occurs. The BILLET STEEL FRONT COVER provides a solution to guard against the effects of overheating as well as eliminating the front cover distortion that plagues OEM covers. This billet front cover comes with a much larger surface lockup area built into the design to further reduce clutch slip. Those who like to push their diesel at work or play realize the importance of protecting their investment by making themselves aware of what converter modifications or upgrades are needed to ensure years of reliable service.
Considering what we already know, building the right converter for a diesel pickup, SUV or motor home starts by addressing the full range of tasks and applications a vehicle is expected to encounter. It only makes sense to build in a safety margin for a converter to help eliminate future repair costs. TCS builds Dodge and Ford diesel converters using only the highest quality parts available to the industry. Many heavy duty converter parts and stators are made in house.
The heavy duty diesel torque converter is made up of the following parts;
A billet steel front cover- This heavy duty cover starts out as a solid billet steel, (not formed or cast) and precision cnc machined with thicker sections to reinforce known problem areas. Eliminates distortion, cracking and failures which accompany OE covers.
Increased clutch friction surface area- Frictions with much larger contact area provide stronger lockup and greatly reduces slippage and heat buildup. Eliminates lockup chatter experienced with smaller or worn frictions.
Heavy duty lockup piston- Uses a heavy duty lockup piston. Late model Dodge pistons are replaced with 48 series pistons and frictions.
Turbine- The turbine receives the oil directed from the pump and, is the driving component of the converter connected to the transmission input shaft and converter piston. The turbine's steel splines combined with the piston assembly, engages to lock up with the converter's front cover during the lockup phase. The turbine fins are furnace brazed or tig welded for additional strength and stability.
Stator- Available with custom steel stator or billet aluminum stator housings. *Special application TCS billet aluminum stators are made in-house by TCS. Torrington bearings are included in all TCS converters.
Impeller (pump)- The pump section of the converter is welded to the front cover, (on the transmission side) and houses the hub tube that drives the transmission's oil pump gears. Through the hub assembly, the transmission's pump stator tube connects to the converter's sprag splines. The transmission input shaft rides within the pump stator tube and is driven by the turbine. The pump vanes are furnace brazed to the pump housing.
For 48 years TCS Products has been building torque converters for every application imaginable. Diesel converters continue to evolve as do the tasks and requirements assigned to them. TCS supplies diesel converters to dealers, transmission shops, professional racers, monster truck, off-road and towing applications world wide. The Company manufactures a line of billet aluminum stators in-house which are available to remanufactures everywhere.
FOR MORE INFORMATION CALL STEVE OR PAUL... Toll Free: 1-800-960-1177
