Originally posted by JeffMic
I’m not sure what to do, 30 days is a long time not to have a DTT pi$$in contest.
Guy’s these threads get totally out of hand. I guess it’s one of the many down sides to electronic media, sometimes we hit the send button before we have time to think about what we wrote. These threads are very educational, but the subject of transmissions has been beat into the ground. Rather then a vendor forum, how about when someone ask about a specific product just the people who have that product or experience with it respond. If the vendor wants to respond on some technical aspect of the product then let them do it. I’ve seen numerous threads that ask question about Brand X only to be told that they should buy Brand Z. If someone wants information on another product, post another question. My solution and humble opinion. Jeff
Mr. St . Laurent, keep up the good work, I would not want your job. Removing a thread while trying to keep an open forum is a very tuff job. Thanks.
Have I done anything bad? If so, I appologize. I am only trying to tell others how good ATS has been to work with so far. Bill is also an awesome guy, and the first to offer this level of customer service to us. He pioneered the proper way to treat diesel transmission customers.
Originally posted by Stefan Kondolay
Chris, actually our warranty is 2 year unlimited miles. 3 year/65000 would be much easier for us as the majority of our customers are RV'ers and hot shotters who put way more than 65000 miles in 3 years. Also with our TC you never need to buy another as the stator has a lifetime warranty and say by chance 5 years down the road your TC is going away for approx. $200 the TC will be completely re-done. And about the hp limit we have never told someone that you have too much power so you have no warranty. Remember that most of the highest hp truck run our stuff.
To the best of my recollection, Bill told me that I have a one year warranty, and that would be something that I would have tried to remember. I am not worried about breaking my stator, I am worried about the lockup clutch. Has anyone ever broken a stator? It is not something I have ever heard of. Bill also said that the transmission would not last long with more hp than that. ATS has said that if I can break their transmission within three years, I get a new one.
Your fluid coupling is relatively awesome for power transfer, but, as I stated before, my truck accelerates much better at ¾ throttle than full throttle once I am on the freeway. I have tested the amount of slippage I have at high rpm in fluid coupling many times. At full power (~300 hp, so not that much compared to the high hp guys), when the stator is rotating at 2000 rpm, and the tcc is not engaged (tc saver), the engine is between 2400 and 2500 rpm, and the tc makes a lot of heat. When the stator is rotating at about 2500 rpm, the engine (at full power again) is at 2850 to 2900 rpm. That makes 400 to 500 rpm, and about 350 rpm of slippage respectively. This is the reason I want lockup at full power, My truck accelerates like a rocket until the tc saver unlocks the tcc, then acceleration is still good, but not what it is in lockup. Thus the on the seat o’ pants dyno, lockup feels like an additional 80 to 90 hp.
My engine doesn’t make squat for torque above 2600 rpm. Couple that with the losses in rotational energy being converted to heat in the torque converter, and if feels like someone just threw an anchor out of the bed. Don’t get me wrong, I love what Bill did to my transmission, but
I want lockup, I want 100% power transfer. Not only is lockup a lot closer to 100% power transfer, but because the engine isn’t revving as high, there is more power
being created to transfer. My peak hp is at 2500 rpm, peak torque at 1600 rpm, and the further away from that range of rpm, the less hp my engine is making. That 350 to 600 rpm difference that the tcc unlocking makes, feels like an anchor was tossed out of the bed.
There are other things that could be improved on. When stopped with the trans in drive, temp at 180, it takes 3. 5 minutes to reach 215 degrees in the output line. The lag off the line with the 91% is bad (Bill said it would be), but the reason I went with the 91 is because I wanted it to be tight at the top end. What I want is something around 87 to 89% in fluid coupling (to help with the lag, which when I get a bigger turbo, is going to be worse), and lockup for the top end. I love the feeling of passing people on the freeway in lockup, but then when I push the pedal down to far, the tcc unlocks and that feeling goes away, and the feeling of the imaginary anchor being thrown out of the bed takes its place.
On a power transfer scale of 1 to 10, I’d say stock is a 3, my DTT 91% is an 8, and lockup is a 10. From a drivability/lag stand point, stock is a 7 and my 91 is a 5, but once the turbo does kick in, no comparison. After the initial lag, my truck is a rocket up to 55 mph, after that, lockup rules. This, and the extremely friendly welcome I have received so far, is the reason I want to try the ATS stuff. I believe in their triple lock. I still don’t fully understand its operation, but the part that I have been able to grasp so far has given me a lot of hope.
Bill, if you read this, please don’t take it personally. You provided an almost unfathomable improvement to my truck, but I feel further improvement can be made, particularly by making my tc saver unnecessary. I don’t feel like I got the second best transmission. When I came to see you, your product was absolutely the best thing going. And I thank you very much for what you did to my truck.
Chris
Attention: TDR Forum Junkies 
I was very excited when I originally stumbled onto the TDR. When I first joined, I frequently made post. The moderators have a very tough and controversial job. However, I would be hesitant to post very strongly on my opinions on oil, or subjects that would disagree with six other members on the TDR. 
