I did and motor swap on my 1999 ford Ranger xlt 3.0. The motor was pulled from a 2000 xlt with a manual trans with mine being an automatic. We’re experiencing issues with the flex plate developing cracks and have already replaced it twice. When we did the swap, i’m told there should have been some sort of a pilot bushing in the original motor that never made it in to the new motor. I don’t recall seeing one and I really don’t understand why it would be required so that’s why I’m here.
When we had the flex plate replace the 2nd time around, the trans shop said the “hole” where the bushing goes was out of round from the torque converter shaft not being centered in to the end of the crank. I’m looking for advise on how best to approach the issue. I received some feedback from a mechanic friend that said I could try to install a bushing in the out of round hole to limit the movement. Seems like there’s some obvious risk if it’s not centered. I’m open to thoughts, feedback, solutions on how best to correct the issue without replacing the motor.
Thanks in advance.
When we had the flex plate replace the 2nd time around, the trans shop said the “hole” where the bushing goes was out of round from the torque converter shaft not being centered in to the end of the crank. I’m looking for advise on how best to approach the issue. I received some feedback from a mechanic friend that said I could try to install a bushing in the out of round hole to limit the movement. Seems like there’s some obvious risk if it’s not centered. I’m open to thoughts, feedback, solutions on how best to correct the issue without replacing the motor.
Thanks in advance.
RonD
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May 27, 2024
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Welcome to the forum
Often over looked are the dowel pins that line up engine and trans, these need to be checked every time any engine and automatic trans are going to be mated
Video here:
Never heard of Pilot bushing or bearing with an automatic, the torque converter is always spinning at engine RPMs, spinning at the same speed as the crank shaft, so there is no difference in speed so no reason for a bushing or bearing, they are used to absorb movement between two parts
If you have replaced 2 flex plates then there is a misalignment somewhere, my money would be on the Dowels
Its possible crank is damaged and needs to be shimmed or material removed to center torque converter
You can measure center lines on crank and trans input shaft, using several of the bolt holes in engine and bellhousing
Install torque converter on to the input shaft and seat it properly
Then measure it's center line from bellhousing bolt holes
And compare that to cranks center line
Also check end play on the crank, if thrush bearing is allowing crank to move too much forward and back then flex plate can crack, unusual but can happen
Often over looked are the dowel pins that line up engine and trans, these need to be checked every time any engine and automatic trans are going to be mated
Video here:
Never heard of Pilot bushing or bearing with an automatic, the torque converter is always spinning at engine RPMs, spinning at the same speed as the crank shaft, so there is no difference in speed so no reason for a bushing or bearing, they are used to absorb movement between two parts
If you have replaced 2 flex plates then there is a misalignment somewhere, my money would be on the Dowels
Its possible crank is damaged and needs to be shimmed or material removed to center torque converter
You can measure center lines on crank and trans input shaft, using several of the bolt holes in engine and bellhousing
Install torque converter on to the input shaft and seat it properly
Then measure it's center line from bellhousing bolt holes
And compare that to cranks center line
Also check end play on the crank, if thrush bearing is allowing crank to move too much forward and back then flex plate can crack, unusual but can happen
