I'm going to tear the trans down and enlarge the cooler lines and check stator bushing. I decided to check my fittings in the trans is -6 fittings in the 1/8 pipe thread stock and the inside diameter down in the fitting is only 3/16 so there is a restriction and my cooler is a Fluidyne cooler with -8 reduce to -6. The fittings never hit me being to small but the stator bushing could be the cause I just don't know

Find a builder who has a transmission dyno. They run the trans and converter on the dyno. Any flow issues will show up

Monte

Monte

---

I've seen the stator support spin and block the converter discharge hole in one of my customers protrans. It ate the thrust on 2 motors in 6 total runs (SS/AH) Mike

---

Thanks I have been reading up on the converter charge circuit but at this point the cooler line fitting is too small already but I'm still going to check the trans out.

Update on the thrust bearing failure the cause was the converter pilot snout was bottoming out in the register of the crank. I have 150 miles on it and putting 5#'s of boost so far just playing around. took it to the Turkey Rod run in Daytona drove it around.

Thanks for the follow up post. Too often the resolution is not posted.
Thanks
Curt

This has been a very informative post --like this site should be. Thanks to all!!
As an engine builder, I will print this out and have it handy when someone calls and says I owe them another engine blah, blah, blah.
I have always found that if the crank thrust surface is right and ther is enough end play then the problem is usually out back--we mix and match these 40 year old parts and highly modified autos to the point where it is no wonder this happens--converters are Usually the issue in my experience on AT cars. Many converter builders have no clue what factory specs are for the critical areas--I am a smart a$$ at times and will ask converter guys--You got factory blueprint specs in the office here? I have most of them for engines in my shop ( the ones that matter anyway)
Great Thread!!
Thanks to the thougtful folks that told of real experiences and were all aiming to be helpful!! Made my evening reading this thread.

Like Monte said, roller bearing up front and problem solved.

What we do that helps a great deal before going to a roller is use a half groove thrust bearing. Champher the inside parting relief on both sides of the upper grooved shell, but only on the thrust side. You then have two pressure feeds of oil on the face of the thrust. the size of the champher determines how much oil you get. Don't get carried away a little goes along way to keeping that area cool. Also open the thrust up to at least .008.

I personally have seen some converters hub be either too deep, or not beveled enough to sit flush and true in the crank hub causing a thrust to take a dump in very few miles.

All I did was take a flapper sanding wheel on my 4 1/2" grinder and go to town. being careful not to go to deep causing a leaking converter.

Here is a post about the same issues. My problem was about 12 down in this post. If some of these were saved in the archives it would save member LOTS of problems and money.


https://board.moparts.org/ubbthreads/show...amp;Search=true