ATS or DTT converter?

[MCummings]

Hey John,



What I was really referring to was my Converter efficiency post.



Clint has told me that it's a regular ATS transmission,, Nothing special. It's not that I'm not happy with it. It's not slipping that much.

I just need to stop whining about it, and make it work.



I can't afford another transmission right now.





---

Hey Steve,,,

If I have a DTT input shaft, and an ATS transmission. . Does that mean I can post about both??





Merrick

 

[Matt400]

Originally posted by Steve St. Laurent

IMO, that allows for the most accurate information to be out there - after all, if you don't own what you are discussing how do you know about it?

Well what I know is only what my research has turned up. I can't call it fact but with input from those who do own the product they can substantiate what I have learned which would be useful in making a buying decision.

The hard part with the rules is asking if company A has had xyz trouble or if company B does. I will try and post again within the rules. I do appreciate the work involved in keeping the peace.

 

[Matt400]

Originally posted by Sled Puller

Funny, I don't even see on this poll that he wants your DTT or ATS opinions.

Actually I originally posted in hopes that everyone would also comment but was quickly informed I may have started a war so I rephrased the post to "vote only".



Even doing that it was only a matter of time till people started to post their thoughts. All great info especially for someone who has not yet purchased, after-all thats the reason for the forums isn't it?

I could go and buy a TC & VB from each company and try them myself but thats allot of work and money when I can hopefully narrow it down here.



Some concerns that I have turned up are that one company has had trouble with causing damage to the flex plate, I didn't learn this here BTW. Also a fella told me his converter is one of the more "loose" ones offered yet will allow the truck to pull 13000 pounds with no throttle on flat ground.



The first one may not ever be an issue for me with a simple moderate power increase but the second one sounds as though it would be less desirable in parking lots, slow traffic and such. Who knows maybe not even noticeable that much and I may be over-thinking it.



I have been told by both companies that the TC is the weak link in the 48s. The upgrades that DC have made allows them to offer TC & VB upgrades only vs a complete trans when power levels are kept modest.

The TC & VB I hope to end up with will allow for firm shifts under heavy power at lower than stock RPM's, selectable lock-up in 2nd, 3rd & OD and keep transmission temps lower while not in lock up while keeping light cruise and stoplight duty not too much if any more harsh than stock.

 

[ChadHarlan]

ATS aldo offers lock up in 1st gear also. They have a very good set up on the Dodge transmission

 

[KLockliear]

Dunno if I've said this before Matt, but perhaps you should contact your HP vendor. See what they have tested and lean toward.



I would imagine any HP vendor worth their salt MUST have tested their products, and in order to do so must have done something to the trannies/clutches to make it all stay together. Ask them what they use... that way you can be sure it will work with the power you are going to add.

 

[EMD-Run8]

It's 3/4 ton pickups for crying out loud!! Cut out the flamin' yap and line 'em up if it's that big a deal!

 

[Rhondasway]

Originally posted by Bob Wagner

I've bite my tongue so many times in numb

Put a Bandaide on that thing, Bob, I'll step in for ya...

(I'm off-line for a few weeks and you boys write the Bible... )



I've used my DTT for everything from towing to commuting to DRAG RACING. I summed up my experience in the Competition Forum under "Year end thanks" and also in 2nd Gen trans forums, but here are a few points:

The lag you experience has more determining factors than transmission brand. It also has to do with timing (for us properly-valved), fueling (even the depth of your injectors), and the tightness of your converter to name a few. Keep it in mind.

As far as lockup to lockup shifts, I've lived it on the track. I have an 89% converter, and lockup in 1st gear because it buys me the most time. Is it harder on the transmission? I'd think so, just like the entire nature of drag racing. Have I had a problem? No. As a matter of fact, after the last race of the season, I just continued driving as usual, with my next DTT "refreshment" to come just before the start of the season.

60' times: my best so far is 1. 69, but watch closely this coming season... Best ET 12. 68.

Problems at stop lights? I have always daily driven this truck, and have sat for literally hours in stop and go traffic (gotta love the Puget Sound area). I've watched my temps go to upwards of 180 degrees, but never in a danger zone, and easily cooled by dropping into Neutral for a short period.

On the steep hills of Seattle, if I take my foot off the brake the truck will creep forward.

Have I broken loose at 70mph? No, not many could without twins or drugs. But have I done it at 50mph? YES.

Although I don't tow any more, I believe that I abuse my truck more than most. I drag race every weekend possible, daily light-to-light race, WOT on the highway, will race ANY comers in ANY vehicle, and simply live for burnoffs and donuts (see pics on BD's site from their dyno day last fall). Every one of my fluid changes has shown my fluid to be in near new condition, we could probably re-use it (never, though)...

I know guys who run other brands and that's fine for them. I'll stay with DTT, and more importantly, they'll stay with me! Oo.