ZF6HPxx series torque converters - features and problems of rebuilding.

Modern car market requires manufacturers to design powerful vehicles, which should be driven with
comfort. Usage of modern high-performance engines gave engineers the task of developing a
fundamentally new approach to the transfer of torque from the engine to the wheels. Therefore, some
time ago the concept of transferring torque to vehicle wheels had to be revised. Especially revision
of the link, which acts as an intermediary between the engine and the wheels was needed. This is
why a hydrodynamic torque converter for decades of usage in automatic transmissions has
undergone such a number of changes in construction.
Revolutionary construction of torque converters appeared together with a design of partial lockup
mechanism or "controlled slip mode" of friction plate, which led to the management of the force by
pressing and/or locking the clutch plate or clutch plate pack. Depending on the driving mode and
other conditions, solenoid can modulate more or less pressure on the clutch plate giving driver more
control and power of the car. To ensure such proper operation of modern torque converter new
requirements to the material of lockup plates were developed and physical and mechanical
characteristics of the transmission fluid were changed.
Software that controls the process of such plate locking allows selecting the conditions of
transmission work. For instance, in some cases during acceleration, the friction plate can provide up
to 80% of all produced torque from the engine, and only 20 % will be transfered by the turbine wheel
of the converter. This gives dynamics of acceleration in combination with the comfort of movement (
the gear shift is almost insensible). Most common representative of transmission with such
technology is the six-speed ZF.
The Six-speed ZF transmissions began their "invasion" to the world market since 2000. They were
appreciated by car manufacturers (they are light and environment friendly) and by the consumers
(they are economic and have fast gear shift).
However, high performance of these transmissions has a downside. Early involvement of the torque
converter lockup, which ensures both fast gear shift and high energy efficiency, cause overheating
and thus more rapid wear of this unit. Elements that suffer from increased load are freewheel and
the locking unit. The premature failure of these elements is also provoked by severe usage
environment if one drives without changing ATF and has an aggressive driving style. Consequently,
snatching and vibration during even movement begin to appear. Sometimes the tachometer needle
on the dashboard starts jumping within + - 200 rpm - this indicates the moment of the torque
converter lockup failure and the need for repair.
Let us look inside some of the typical representatives of ZF 6HPxx family.
There are several types of torque converters made by subsidiary Sachs and those of LUK.

Design solution to make locking unit with preloaded clutch greatly complicated the possibility to
remanufacture this item to the factory specifications. It should be noted that the pressing force in the
same modification of the torque converter might vary depending on engine capacity and model of a

car. It is not possible to determine the identity of the torque converters by external examination - it is
necessary to compare part numbers.

Consequence of excessive loads and "controlled slippage" is overheated surfaces of the friction
material, which loses its properties. Engineers made the possibility of automatic pressure adjust by
ECU, but its possibilities are not limitless. There comes a time when pressure on the clutch disc is
not enough to keep the torque and there is a failure, then the clutch again locks and then it breaks
again - it happens over and over. Friction provokes overheating, which starts to break down the
binder of the material itself. As a result of snowballing process of lockup destruction, not only a torque
converter usually suffers, but also parts of automatic transmission. Burnish on the surface of the
friction disc also indicates improper operation. Such disc also must be replaced.

Another weak link of lockup unit are leaf springs for preloading the clutch disc. Hard temperature
regime affects even elasticity of the metal. 90% of torque converters that come to our workshop for
repair of this unit do not provide clamping force required for proper operation of the lockup.

Problems with freewheel of ZF6HPxx do not occur as often as problems with lockup, but this unit
also fails. Externally you may not see problems if the destruction has just begun, but if you open the
cover of the stator, the changes are immediately apparent. Even after the revision of the separator
of the freewheel during repair, there is no guarantee that it will not break down after 1,000 km.
Therefore, we recommend to change this unit.

Seal system of blocking unit in this series is well-chosen and durable, keeping all its properties.
However, every repairer knows that these parts must be replaced. Ingress of moisture into ATF,
wear or destruction particles of transmission elements causes wear and deterioration of the sealing
elements. The replacement cost of these items is not so high as to sacrifice the quality of repair and,
when properly performed, new seals and o-rings will work longer and better than the old ones.
Problems with pump hubs in these torque converters do not occur as often compared to a 5-speed
gearbox, but still they exist.

Pay attention to the version with the extended plug. When disconnecting engine and transmission
carelessly torque converter plug can bend due to the large cantilever load. As a result, the main
parameter is violated - the axis of rotation of the whole unit moves, which necessarily leads to
problems both in the TC and the transmission. Be sure to check the condition of the mounting and
plug in such TC models.

Lockup unit rebuilding

This unit is made indecomposable by the factory. To get to the lockup clutch and O-ring, it is
necessary to cut the mounting area of the piston to the housing. Its important to do it very carefully
to keep the contact surfaces on the housing and the pressure plate. A lathe should be used for it.
Once opened, we can inspect internal parts of the unit itself and the clutch disc.
Even if the clutch disc has no visible damage, do not leave it as it is - replace it with a new part. Used
disc will no longer provide the necessary grip to the housing.
If there is a complete destruction of the friction material, clutch plates begin to slip metal to metal.
Surfaces wear also. To return the necessary flatness and grain piston and torque converter housing
are lathed.

After the restoration of surfaces, replacement of the seals and the clutch disc - its necessary to
assemble the locking unit.
Here lies the main problem of the rebuilding of this TC type. Given that after finishing geometrical
dimensions of the body and piston have changed, different friction plate is used and we have
shrunken springs, we cannot assume with reasonable certainty what will be the preloading force. To
indirectly measure this force without welding locking unit, you can use a special stand.

This stand uses method of indirect measurement of contact force in relation to the force of friction.
This stand allows you to measure, define and control down force without the use of welding. It shows
the strength of resistance to uniformly rotating friction disc, sandwiched with a certain force between
two stationary surfaces.

After Installing on the stand the housing of the TC, its necessary to press manually the plate with
leaf springs and pressure plate to the locking ring using a hydraulic press, at the same time, using a
torque wrench to control the moment of lockup failure, causing the failure at the level of 5-15 Nm
depending on the clamping force parameter for a particular type of TC.

By varying the amount of clearance between the piston and the housing, achieve the desired value
and fix the plate with three welding points.

Check the readings on the stand once again and compare with the values of a new torque converter.
Take values from the manual to the stand. We get regularly updates of the values on new models
by email. Now you can continue to assemble the TC by sending it to the welding machine.

Some models of ZF6HP use lockup with two clutch discs.

In these models you should pay attention to the plate with external teeth connected to the turbine.
The fact is that if the lockup unit has been damaged, the teeth of the plate can be deformed.
Damaged edge of a tooth can cause slipping of friction disc and thus lead to breakage of this unit
again.

Typical errors in the rebuilding of torque converters of ZF six-speed automatic

transmissions
We will not focus on standard errors that may happen during rebuilding of classical torque
converters.
The main problem remains the locking unit.
In torque converters with one clutch after lathe turning there were occasions when excessive removal
of stock from the piston provokes a snug fit to it of the clutch disc and the point of metal-metal contact
appears.
A little more about it. The edge of the piston has a bevel, which can be cut off during lathe turning,
as a result the outer diameter of the friction surface of the piston increases. In turn, the diameter, at
which the bend of clutch tooth starts, remains unchanged. The result is that we get a source of noise,
metal shavings and lop-sided pressure.
The clutch disc itself and attempts to bring it back to life by grinding it with sandpaper or re-bonding
friction linings can be an additional problem.
Typically, these manipulations result in breakage after 200-1000 km of run. Car starts to shake again,
lockup breaks and tachometer bounces even more than before the repair.
Attempts to restore the down force at the lockup unit by artificial deformation of leaf springs
(stretching of springs) lead to the same sad result. After a while they regain their former geometry
(as before the repair, but not as a new part).
There are other mistakes in the rebuilding: the piston or thrust plate with leaf springs pressed on the
bias, preliminary measurement of the pressing force on dry friction plate, overheating of the housing,
forget to put o-ring before final assembly and welding...
Sometimes there are bad parts. For example, the clutch disc, where the contact surfaces of friction
elements have failures and excessive projections, or the o-ring with a smaller diameter.