[Larry Hill]

The car came with two converters and for the first testing of the car I chose my backup converter for the pink car. I did find out what does't work. After finding out about the converters from the manufacture I chose "B" , "A " did not work, and "C" is suppose to be the loosest.

Incoming QC on "B":
In one threaded hole the treads are almost gone, but will still take the torque. The other three bolt holes are good. Check bolt circle against a factory and certified flexplate only three of the four will install. Odd man out was the bad hole. Previously marked on ring gear are are indicator readings -0.010 to +0.011. This is not what you want to see. The more I inspect the greater the disappointment. The best I can tell is the attachment bolt circle and the snout are not concentric and are off approximately .024". The snout showed signs of fretting on the location bore on the back I.D. of the crank. The fret mark supported my discovered offset. I bet the misalignment had to bad for the pump and the front bushing.

Incoming QC on "C"
It looked much better. All bolts installed on test flexplate with only a .005" diameter difference from snout to flexplate clearance side to side. Only minor fretting on snout. Install converter in trans, install trans, install three converter bolts and the fourth will not start. Patsy calls me to supper and I end my day. Thank goodness!

I learned a lot but did not reach my goal. I may or may not get it done today, but at 2:30 PM CDT we are watching the NASCAR race.

Y'all stay safe