ATS or DTT converter?

[banshee]

Does anyone know if 2nd and 3rd lock ups are automatic of user selected in either the ATS or DTT?

2nd gear lockup can't be "automatic" with the 47 or 48re. lockup can only occur in 3rd and 4th when the gear selector is in drive. To get lockup in 2nd or 1st you have to pull the gear selector down, and you're going to need a controller to force lockup.



For the record, ATS has a much improved fluid coupling over stock, too. The brand that has "the best fluid coupling" is a pain at stoplights. The current DHRA record holder (11. 2 sec 1/4 mile) runs a ford transmission that is setup in similar theory to the ATS setup. There must be something to it.



John

 

[XcumminsX]

this thread shouldnt be moved because i am wondering about the transmissions of the 3rd gens only. I dont care about the 2nd gens. Or like i have said ont the tdr roundtable we need a 3rd gen performance category to post this kind of stuff... ... .

 

[fox]

banshee, will you explain your comment about the tight fluid coupling converter being a pain at a stop light?



This is exactly where it stands out!!

I know ----- I have one. And can spin the tires at will.

 

[banshee]

banshee, will you explain your comment about the tight fluid coupling converter being a pain at a stop light?

Sure. When sitting at a stoplight the DTT trucks I have driven feel like they're rumbling because the motor is being partially stalled. When flooring it from a light there is a lag that isn't present with a lighter converter. You may like it... I didn't. Trucks feel faster when they can rev a little coming off the line to get up in the meat of the powerband. You can spin the tires from a 70 mph roll?

 

[fox]

Ok I agree. Haven't tried to spin them at 70 --- yet!!!!!!

You do mean on dry pavement Right? Just kidding!

 

[Edward]

This is what I see with my ATS from a dead stop flooring it.



RPM goes straight to 1500. Within one second the RPM literally jumps to 1625 because the boost kicks in. Then the real pull you back in the seat go fast starts to happen. This means boost is up and the engine is in its power band before the truck needs to shift into second gear. Now if you have the ATS set to lock in second gear hang on because all the power the Cummins makes goes to the rear wheels from then on.



Edward

 

[curatchko]

Goerend brothers here in my 99 making decent horsepower.



All I will say is that I am heavily involved in the aftermarket and racing community, and some of these trans shops(no names mentioned) are ripping you(us) diesel guys off BIG TIME on one of the most simple transmissions since the powerglide. That's my opinion.

 

[Matt400]

Originally posted by banshee

The brand that has "the best fluid coupling" is a pain at stoplights.

How is that? Do you have to hold your foot on the brake more?

 

[How'dHeDoThat]

I have a DTT

The biggest drawback I see is two fold...



1) With so little stall it is hard to control smoke



2) With so little stall backing a trailer up a small hill becomes a challenge.



Other than those two things I really like my DTT transmission.



Not sure yet which transmission I will go with on my 04



The DTT is in my 01.



James





PS of note here... . the 01 has 355 gears and 36" tires so lower gearing would probably change how it backs a trailer up a hill or controls smoke.

 

[KLockliear]

Originally posted by banshee

Sure. When sitting at a stoplight the DTT trucks I have driven feel like they're rumbling because the motor is being partially stalled. When flooring it from a light there is a lag that isn't present with a lighter converter. You may like it... I didn't. Trucks feel faster when they can rev a little coming off the line to get up in the meat of the powerband. You can spin the tires from a 70 mph roll?

Been there, done that. DTT trans. DD power.



I think this guy got a taste too: MD500E gets sideways from a roll.

 

[banshee]

I guess you think DD & DTT are the only ones who can do that huh Lockliear?

 

[KLockliear]

Originally posted by banshee

I guess you think DD & DTT are the only ones who can do that huh Lockliear?

I don't think I said that. Are you being argumentative for any particular reason?

 

[John_P]

KLockliear:



Looks to me like he just asked you a question reference

to your prior post.



---------

John_P

 

[banshee]

No more argumentative then you are.

 

[KLockliear]

My statement wasn't argumentative at all.



Banshee said "You can spin the tires from a 70 mph roll?" and I said yes, been there, done that.



How is that argumentative?

 

[Greg Boardman-RIP]

You guys have been here long enough to see every vendor bashed and flamed into leaving the TDR. Leave this guy alone he shares alot of useful information with us and I for one would hate to see him leave... ... ... ... Nuff Said!!!!!!

 

[Blakers]

Originally posted by XcumminsX

this thread shouldnt be moved because i am wondering about the transmissions of the 3rd gens only. I dont care about the 2nd gens.

The Product and Accessory forum is for all generations... 1st through 3rd. Plus there is a lot more cumulative transmission knowledge over there. This brand discussion has been going on for years. Same old arguments. Same crazy prices.

 

[c-hawk]

Originally posted by banshee

2nd gear lockup can't be "automatic" with the 47 or 48re. lockup can only occur in 3rd and 4th when the gear selector is in drive. To get lockup in 2nd or 1st you have to pull the gear selector down, and you're going to need a controller to force lockup.



For the record, ATS has a much improved fluid coupling over stock, too. The brand that has "the best fluid coupling" is a pain at stoplights. The current DHRA record holder (11. 2 sec 1/4 mile) runs a ford transmission that is setup in similar theory to the ATS setup. There must be something to it.



John

I read somewhere on here that Maddog is getting lockup in 1st and then shifting locked to second, etc all the way to od. I'll see if i can find it. That's not similar to ats from what i read above. Like banshee said. a 47re or 48re isn't going in to lockup in 1st at the track. Good fluid coupling will get you through 1st and 2nd in the dodges, then either one will lock up in 3rd and 4th. I know you can force lockup in lower gears, but i don't think it's practical in the dodges at the track.



Here is what MADDOG2 said:



"Stefan, I have to disagree with you on a couple of things. First of all a Ford auto (E4OD) is the highest horespower automatic diesel truck out there. and it's doing it all on #2. And second the fastest way to get down the track is with a loose TC launching with 30psi and going into "full" lockup at 4mph and staying there through the 1-2 shift 2-3 shift, and 3-4 shift. If you think I am wrong then show me another 7000lbs truck that can run 11. 28's in the 1/4 and go from 0 to 100 mph in 7. 2 seconds (all on #2, no water-meth, NOS, or Propane)"



It's here: http://turbodieselregister.com/forums/showthread.php?s=&threadid=88745&perpage=15&pagenumber=1



I'm running 13. 20 at full weight with DD2's in fluid coupling. Let me get rid of my major off the line defueling (2002 with no RAD), and maybe get a lockup switch for 3rd (i didn't buy a controler) and see how close to 12's i get with those dd2's. I think i may be there.

 

[c-hawk]

Originally posted by Edward

This is what I see with my ATS from a dead stop flooring it.



RPM goes straight to 1500. Within one second the RPM literally jumps to 1625 because the boost kicks in. Then the real pull you back in the seat go fast starts to happen. This means boost is up and the engine is in its power band before the truck needs to shift into second gear. Now if you have the ATS set to lock in second gear hang on because all the power the Cummins makes goes to the rear wheels from then on.



Edward

LOL, so it's good to be able to pull through your converter? I want the one that has "good" fluid coupling and lock up. Not one or the other. JMO



Chris

 

[Mad Bomber]

TC

I would not put any TC in my truck it's a 6 speeder