Torque Converter - Signs of failure?
Discussion
Not happened, nor do I think it is happening - just curious...
I have looked up how a torque converter works, seems complicated yet simple enough
So obviously when a clutch goes (usually), the clutch slips and then fails to engage. So what happens when a torque converter starts to fail / fails? Do you just lose all drive or are there signs they are about to fail?
Also, what is the average life for a TC, is it similar to a clutch or is it a case of "lasts forever, until it breaks if you are unlucky" type of thing?
I have looked up how a torque converter works, seems complicated yet simple enough
So obviously when a clutch goes (usually), the clutch slips and then fails to engage. So what happens when a torque converter starts to fail / fails? Do you just lose all drive or are there signs they are about to fail?
Also, what is the average life for a TC, is it similar to a clutch or is it a case of "lasts forever, until it breaks if you are unlucky" type of thing?
On my S-Type when the torque converter in the ZF6HP26 died it manifested itself as problems locking up (it would go brr brr brr brr and the revs fluctuate) and vibration under acceleration at certain speeds. Probably due to slip as the two halves locked up.
Apparently torque converter failure is MUCH more common with newer autoboxes as they control the lockup clutch in all sorts of clever slipping ways to smooth things out, so it suffers a lot more wear.
Dave
Apparently torque converter failure is MUCH more common with newer autoboxes as they control the lockup clutch in all sorts of clever slipping ways to smooth things out, so it suffers a lot more wear.
Dave
I have lots of experience with the torque converter buggering about in a ZF 5HP19 box in my Porsche 911.
The usual fault is that the rubber seal on the shaft starts to leak, and it can't hold the pressure required for the locking ring in the TC to stay engaged.
What happens then is that the TC won't lock up. So you still get all the gears ok, but the engine and box won't lock together for (near as dammit) 1:1 drive. So even in the cruise, if you put your foot down, the revs rise, rather than the road speed rising.
It's a most annoying situation, and makes your car feel like the drive is running through some hideous 'elastic band' type of transmission.
After all the problems I had with mine, I have vowed to never touch an auto box again.
The usual fault is that the rubber seal on the shaft starts to leak, and it can't hold the pressure required for the locking ring in the TC to stay engaged.
What happens then is that the TC won't lock up. So you still get all the gears ok, but the engine and box won't lock together for (near as dammit) 1:1 drive. So even in the cruise, if you put your foot down, the revs rise, rather than the road speed rising.
It's a most annoying situation, and makes your car feel like the drive is running through some hideous 'elastic band' type of transmission.
After all the problems I had with mine, I have vowed to never touch an auto box again.
I have had a torque converter fail in that it would no longer lock up. The result was a slightly higher RPM for a given speed, but no drama whatsoever.
I did look into getting it replaced, but was advised that the cost of replacement would far outweigh the cost of the increased fuel consumption so I left it.
It ran for well over a year (maybe 10K miles) like that until I sold it. New owner never noticed a thing and as he was a bit of a dick I didn't offer any more information than he asked for.
This was on a fairly low tech 1993 GMC pickup. No doubt newer ECU controlled transmissions may not have been as forgiving. The truck had 193K when I sold it, and the transmission was original.
Progress eh?
I did look into getting it replaced, but was advised that the cost of replacement would far outweigh the cost of the increased fuel consumption so I left it.
It ran for well over a year (maybe 10K miles) like that until I sold it. New owner never noticed a thing and as he was a bit of a dick I didn't offer any more information than he asked for.
This was on a fairly low tech 1993 GMC pickup. No doubt newer ECU controlled transmissions may not have been as forgiving. The truck had 193K when I sold it, and the transmission was original.
Progress eh?
Edited by redtwin on Tuesday 14th December 22:09
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