Pretty sure this is an anomaly, RCVs won't really add anything here (stub to flange).
Pretty sure this is an anomaly, RCVs won't really add anything here (stub to flange).
Pretty sure this is an anomaly, RCVs won't really add anything here (stub to flange).
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I don't like anomalys. When I called Currie to get a replacement I asked what was included in the HP 44. They are assembled with a cromoly upgraded shaft set according to Currie. I asked them what I could do that would be stronger and they suggested RCV so I donno.
That is awesome you go your 6r80 working in your TJ. I had so many issues with mine, though I could never figure out what was causing the issues. Glad to see it working!
One end (flat side) hugs the unit bearing the other is bolted to it preloading the bearing itself. The shaft is so short there's nearly no deflection that should be possible. I'm thinking the torque might have not been correct, as a stub shaft breaking is rare in my experience.
RCV should really only play a part when you're turning as a u-joint isn't as strong under those use cases.
Not exactly in the same spot, but the same failure mode (not brittle). These are G10 Chromolly shafts. They are not very hard...I rockwell tested them just to know. I don't remember the exact value, but it was high 30's IIRC. I know its only two examples, but they CAN break in the stub area. Mine was torqued properly too.
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I replaced the torque converter today with a unit from Circle D. This is the 245mm Pro Series with a 3000 stall. However, because the Jeep is light and the engine makes lower torque than a Ford mod motor it stalls around 2500. Makes driving it much nicer and it's not pushing through the brakes at idle anymore. I was able to swap it in a couple hours leaving the trans and transfer all connected.


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Update. I have been enjoying the crap out of the stall converter. It seems to stall just at if not a few hundred rpm higher than the 42RLE stock. I also set up the converter clutch to activate in 5th and 6th. Essentially giving it 2 more gears. The converter clutch kills almost 800 rpm when it locks up. Next up I am going to mess with the off-road functions of the converter clutch. It has a lock up function in 1st and 2nd that can be locked when descending a steep grade. It essentially turns an auto into a manual for engine braking.
This is such a cool thread. WAY beyond my ability, but I love to see guys pushing the envelope. Sounds like a great transmission for our Jeeps, especially if you can lock it up in first and second. I'm in the process of swapping in an 42RLE to replace my NV3550. Hill descents are my biggest concern going to an auto. With the 4:1 T-case and a manual, it was REALLY easy to control my speed down hill...now, with an auto, I'll need to rely on brakes...and we all know how good those are!