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One of the more frequently asked torque converter questions is about the .028″ orifice found in some General Motors 298mm and 300MM TCC pistons with carbon […]

At the beginning of the 2007 model year, Chrysler introduced the 68RFE transmission. This transmission replaced the 48RE transmission for use in many of its Cummins […]

Last in a four-part series In the last three articles we looked at the evaluation of torque converter modifications on a chassis dyno. The modified converters […]

Opening up a torque converter and finding what looks like a strawberry milkshake inside is fairly common in the rebuilding industry. The strawberry milkshake appearance is […]

You’ll hear some very convincing arguments about how the selective (conical) plastic thrust spacer is used to adjust the stack height on the GM 298mm torque […]

Since the early days of torque converters, the contact surface between the stator cap and turbine hub has been a high wear area. The first torque […]

Part 3 in a four-part series on torque converter modifications In parts 1 and 2 we looked at the results of chassis dyno testing conducted on […]

The problem of bore wear on torque converter clutch pistons has been around since lockup torque converters were born. The rotational restriction on the pistons is […]

A 2001 Dodge Ram 2500 4×4, with a Cummins Diesel Engine and a 618 transmission, was brought to a transmission shop with a complaint of TCC […]