Re: IML: 62 torqueflite rebuild parts

[sosmi@xxxxxxxxxxx]

The major difference between Load Flite and standard Torque Flites, is small. The L-F carried 4 clutch, front and rear, however the clutch clearance was increased std: .066-.123" LF : .088-.145" There were typicly  9 return springs in the front clutch. One other unique component, was the 4-gear planetary gears, this helped for heavy gear loads, 25% per gear rather than 33%.Not all LF trans have them. The checker board clutch lining is preferred, since it can dissipate the fluid between the clutches quicker, this makes for a more firm shift, and less slip. Replacing the accumulator spring, with a stiffer one or replace it with a spacer to limit the piston travel, will help to firm up the 1-2 shift.The preferred front band would be the cast-iron type, they stretch less and retain the adjustment longer.You can also change the kick-down band apply lever, the ratio for these varied, 2.8-5.0:1 increasing the ratio applies the band with greater force, which stops the drum s pinning quicker.We drilled holes in the front drum, and kick-down band, to help the fluid escape from the front clutch.Also raising the" LINE" pressure 25 psi doesn't hurt. No question some of these mods. will effect the LUX-O shift of your Imperial, but if you tow, some may be a necessary evil. There's more to do, but thats enough for now. Ya''ll have a nice day, Dave

 

> -------------- Original message -------------- 
> From: "mike and linda sutton" <mikanlin62@xxxxxxxxxxx> 
>
> > Rodger, and anyone else interested- 
> > 
> > The 62 and newer torqueflites - up to the later 70s when lockup converters 
> > and other such things came along - are about 99 44/100ths percent compatible 
> > and interchangeable as far as things like rebuild parts go. I am not 
> > surprised that NAPA couldnt help, its not their fault, its just that most 
> > parts stores just dont do enough volume of those to justify it anymore. 
> > Things like the clutch pack discs and friction material, gaskets, o rings, 
> > seals, are extremely compatible across the torqueflite. 
> > 
> > I went to a local rebuilder and got an ATRA rebuild guide - very inexpensive 
> > and a great piece of reference material - and a copy of MOTORS automatic 
> > trans manual and thats really all one needs. If you can find a local 
> > rebuilder you can probably find kits for the parts. I would highly recommend 
> > replacing things like the front pump bushings, the thrust washers in the 
> > transmission, all the seals and o rings, and the friction material. You must 
> > measure the endplay of the input shaft before you take it apart, and get a 
> > large enough work area to lay it out like an exploded view. 
> > 
> > If you just want to take it to a rebuilder, they should be able to find the 
> > parts but they will probably want to mark them up a bit. Last time I bought 
> > a full kit and a few of the small things that arent usually included, it set 
> > me back about $200. I dont think the prices should have increased that 
> > much, since there are literally millions of these transmissions in service. 
> > 
> > As far as spec'ing out a HD or Load Flite type of spec, the onl
> y real 
> > differences in these things are the number of clutch discs, return springs 
> > and the governor shift points. The 440 six pack and hemi cars got the most 
> > clutch packs and heaviest springs. You can specify that to a rebuilder or 
> > you can get a TRANSGO TF1 or TF2 kit..I forget which...and have that done as 
> > well. 
> > 
> > Hope this helps 
> > 
> > Mikey 
> > 
> > 
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