jlg89 wrote:
Search in the forums for more info on this. Bottom line, your best bet is a new TC from SunCoast.
Very good advice!
Quote:
TORQUE CONVERTER RATINGSStock Mopar OEM TC is rated for: 300 ft. lbs. max (406 Nm)
Mopar Euro TC is rated for: 400 ft. lbs. max (~ 542 Nm)
Hemi TC is rated for: ~400-450 ft. lbs. (542-610 Nm)
Florida TC is rated for: (*ft. lb. ratings not found) (400 BELOW FACTORY stall speed)
Suncoast CRD-1ES TC is rated for: 600 ft. lbs. (813 Nm) max torque. (1900 rpm stall speed)
The Suncoast CRD-1ES TC is rated for: 600 ft. lbs. (813 Nm) max torque.
A torque figure that the Jeep CRD engine never achieves.
Most gasoline powered vehicles normally have higher stall speed TC's due to their higher RPM peak torque numbers vs lower stall speeds for diesel powered vehicles since they make their peak torque at a much lower RPM. So you want a torque converter with as LOW of a stall speed as feasible for a diesel powered vehicle along with a very good high ft. lb. or Nm rating for holding the peak torque of the diesel engine at low RPM's.
Some of the main reasons why you should replace the transmission oil pump assembly on higher mileage vehicles... (especially if you are removing the transmission to replace the torque converter)
*Severe wear of the TC limit valve bore in the front pump housing results in loss of converter release oil pressure. Reduced release pressure at low speed and idle can drag the converter linings, causing engine surge, pulsation, or stall.
*The torque converter limit valve spring in the 45RFE, 545RFE front pump can often break. This valve limits converter release pressure. A broken spring can cause the valve to become stuck and result in converter clutch release issues including engine stalls at low speeds.
*Chrysler vehicles equipped with 45RFE, 545RFE and 68RFE transmissions often experience TCC related troubles. These may or may not include trouble codes accompanied by TC clutch slip, no lockup, overheating and / or loss of fuel economy. In some cases, the TC clutches may be unable to release TC lockup, resulting in improper lockup functions and / or complete engine stalling. Problems such as these can be caused by excess wear in the TCC switch valve bore, which allows vital control pressure to escape the circuit. Replacing the complete transmission oil pump assembly with a new updated assembly or reconditioning the bores with the proper tools and installing an oversized TCC switch valve kit can restore crucial clearances for renewed TCC control and operation.
Question heavily whomever you plan to purchase your TC from as to construction, max torque ratings, warranty, etc...."Billet" refers to the clutch plate drive surface (flywheel). It is the part that bolts to engines flex plate.
Billet offers much better heat dissipation so hot spots are not created or warpage does not occur, a much better clutch surface area that has less run out compared to a OEM steel stamping and the ability not to flex when clutches are applied. The greater mass of a billet TC also helps smooth out some of the pulsations of the diesel engine at idle.
You may find cheaper torque converters with billet covers but even though it has a billet cover it still can still have weak stock internals and poor construction. Price is based on construction! Cheap will usually be, single disk, stock stall speed along with phenolic or fiber washers and folded over fin construction. Some may have improved clutch materials, some may not.
The higher priced converters will use Torrington needle bearings over washers, fully welded construction including all fins, and lower stall speed, and multi disk friction clutches from a high-quality supplier made from materials like Kevlar.
Really high-end converters like the SunCoast will have all the above plus a larger diameter clutch surface area and some proprietary parts they keep to themselves.
_________________
Supporting Vendor and Moderator of LOST05 Jeep Liberty CRD Limited 
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