Engine/Transmission (1994 - 1998) Auto Trans and Triple Disc Converters

[joaker]

I had my transmission woes solved by the folks at NADP, I got a transmission that's as good as any other one out there, for about 2k less than your fully billeted DTT and I have a triple lock torque in there for that price too, they have done their homework and it shows, not to say there is anything wrong with the other names out there, I am sure they have a great product, but why pay so much more money? I would sooner spend it on more power, than to waste it.

 

[Cooker]

I got a transmission that's as good as any other one out there, for about 2k less than your fully billeted DTT and I have a triple lock torque in there for that price too

Did you get Billet parts in your new transmission?

 

[joaker]

A basic list of the build-up...



The RACE Series handles above 450 HP



New Triple Lock Converter

New high performance Red Alto Frictions

New high performance kolene steels

New billet front & rear servo

New billet accumulator & front band strut

New high performance shift improvement kit w/resistor in line

New “HEMI” style front band

New OEM bearings and washers

New filter & any related hard parts

New OEM electronics

New gaskets, seals, and sealing rings

Billet 5 disc “HEMI” style direct drum

Billet Input & Output Shaft



Optional MAG-HYTEC transmission PAN available

 

[Stefan Kondolay]

joaker,



Fully billeted DTT runs IE shafts which I bet the trans that you are running wouldn't have. For our customers these are the only ones that we run as the cheaper "billet shafts" can't even handle 1200ft lbs. most snap at less than 1000ft. lbs. Barry and a lot of our competitors (Haisley, Suncoast, BD) have all bought these shafts for certain trucks, hopefully yours was one. All DTT billet transmissions run the IE bilet shafts so for those reading this that are DTT customers don't worry.



Hemi style drum means that your getting a 5 clutch pack which comes in any DTT trans, our DTT race set-up comes with a 6 clutch pack and an IE drum which has 67% more holding capacity because of the piston size.



So to everyone out there just because a part is called billet doesn't mean they are even close to being the same.



So remember a lot of the time when something is cheaper there is a reason.

 

[bmoeller]

Last I heard it was priced more than $1000. Maybe they have done some price restructuring? In any case it is good to see the price coming down.

It was for mine, anyhow. Saw the price breakdown when Dave was doing the paperwork, before I wrote the check. Trans & t/c were built & installed in Jan. Had it installed in their shop.

 

[joaker]

joaker,



Fully billeted DTT runs IE shafts which I bet the trans that you are running wouldn't have. For our customers these are the only ones that we run as the cheaper "billet shafts" can't even handle 1200ft lbs. most snap at less than 1000ft. lbs. Barry and a lot of our competitors (Haisley, Suncoast, BD) have all bought these shafts for certain trucks, hopefully yours was one. All DTT billet transmissions run the IE bilet shafts so for those reading this that are DTT customers don't worry.



Hemi style drum means that your getting a 5 clutch pack which comes in any DTT trans, our DTT race set-up comes with a 6 clutch pack and an IE drum which has 67% more holding capacity because of the piston size.



So to everyone out there just because a part is called billet doesn't mean they are even close to being the same.



So remember a lot of the time when something is cheaper there is a reason.

I apologize if what I said may have sounded like any sort of bashing, as it was not, it is simply that I have had an excellent experience thus far with these folks, and think it is fair for other people to know there are options out there too, as we aren't all rolling in the green, there is a fine line between spending money on quality, and spending more for a name that has proven to also be of good quality, you would hopefully do the same as me if you were in my position. And once again, no hard feelings, just sharing thoughts.

 

[paulsmith]

Did I mention that the "local trans guy" swapped in a 48RE Direct Clutch drum in my 47 RE? The 48RE part was a pretty easy swap I guess, and it holds 6 clutch plates rather than 5, and cost (from him) was $88. 55, along with 6 "alto red friction" plates at $4. 55 each. Not billet, but for sure a easy upgrade.

Paul Smith

 

[zstroken]

After a lengthy transmission conversation with Haisleys they run a stocker until something breaks, of course they put in a convertor and VB right off the get go. Many of you have seen the power that the trio of duallys that run put down. Now when a shaft breaks they replace it with billet shaft. For the most part the stock internals hold up. A DTT might hold more, but how much does anyone need to hold?? I am sure the haisley trucks are in excess of 500 HP and I have seen them pull and even on the occasional pull I have seen a them go in to drive, which utilizes the "weak" front clutch.

 

[Stefan Kondolay]

Justin,



Opie has wrecked every part that you listed.



zstroken hopefully that's not what haisley does, because remember if an input shaft break most of the time it will take out the Converter neck and the pump which and you have to Re & Re the trans again. In other words you pay through the nose.

 

[zstroken]

I won't swear buy it, but Patty told me she is pretty sure. Heck Scott Amos has a 95 so you can't get a hardened output shaft for his truck. They might have replaced the input shaft when they did the torque convertor. Now She said that Coppess had in the last year went to the full billet treatment. Drag racing is something else though she warned!

 

[Stefan Kondolay]

Sometimes sled pulling isn't as hard on the shafts in your transmission because alot of tracks allow alot of tire slippage which doesn't put the load that dead hooking on a drag strip does. Remember the 94-95 shafts are stronger than the 96+ are.

 

[JoshPeters]

David I didn't say that you would loose HP I said that it would be slower, by that I meant that accelleration would be slower.

OK I'm confused by this statement. Isn't a Dyno a calculation of a known mass and acceleration? If he produced even the same ammount of power on the dyno... . that isn't slower.



Josh

 

[JoshPeters]

OK... . I've now read the entire thread.



Cooker,



I do not believe that a good single clutch converter is worth beans. I dynoed at around 325hp. The transmission had less than 5,000 miles on it when I installed a Valve Body and Converter, 8 months later I had a single disc converter in my truck slipping. The warranty for this converter was "Unlimited HP Unlimited Milage for 3 years. " I still have this converter and Valve Body.

Under that power level, how did I slip a converter of that nature? Now at the time, this was my daily driver, so I took it easy on it... and Didn't allow it to slip very much. 2 months later, while trying to get the issue resolved and getting a run around from the companies "Warranty" person the transmission failed and I could not contact this ONE person to get assistance.

After removing it and inspecting everything, I found TC clutch debris clogged a passageway in the Valve body causing the front clutch to smoke so bad it turned the steels to wave washers in 15 miles. (from the first time I felt it silp of engagement to removal)



After speaking with Dave at Goerends, he agreed with what had happened. I had just gotten my Tax return, and spent MORE money on my transmission.



I am currently much happier with this set-up than the other. The other company gave me a run-around. Dave was a very straight shooter and told me exactly what he thought.



Josh

 

[Stefan Kondolay]

Josh,



It sounds like maybe your single disk was worth beans not all singles are ****ty, as DTT has proven. You will probably notice that most big power trucks run DTT TC's, and by big hp I mean way over your 325hp, I wouldn't consider trucks to be big hp unless they make at least double 325hp. Not all TC's are equal as you obviously found.

 

[Mark_Kendrick]

I keep seeing folks talk about power when sled pulling vs drag racing.



Sled pulling usually doesn't require more power to win but better truck setup. . putting that power to the dirt. When you finally plant the trires at 4-500 or more hp with a 44,000lb anchor stuff breaks. That bouncing that tends to happen at the end of the run heally hurts things. It's like tieing your truck to a bridge with a chain and trying to take off.



Drag racing is much easier on parts because you are limited to the weight of the truck as the resistance to acceleration.



For example, build a 600hp manual truck. Put it on the dyno and it holds great with a single disc clutch, take it to the track and it still holds great, put a 20,000 lb trailer behind it and it slips like mad. It now has ~27000# of vehicle to resist acceleration.



You almost never hear of a drag racer in a CTD twisting off a driveshaft, rearend yoke, axle, or grenading a transfer case.



They usually break at the line while staging... building boost against the brakes with a resistance to acceleration that is MUCH greater than the mass of the truck.



The biggest difference with a single disc and a triple disc is that the single disc that relies almost entirely on fluid coupling doesn't allow the motor to spin up enough to spool the turbos quickly. . the stall is usually lower. You have to mash on the brakes and hold it for a while while the boost builds at the lower rpm. The 'looser' style of the Triple disc allows the motor to flash to 1500 or even 2000rpm (based on configuration) and spool almost instantly.

 

[Mark_Kendrick]

Josh,



It sounds like maybe your single disk was worth beans not all singles are ****ty, as DTT has proven. You will probably notice that most big power trucks run DTT TC's, and by big hp I mean way over your 325hp, I wouldn't consider trucks to be big hp unless they make at least double 325hp. Not all TC's are equal as you obviously found.

The BIGGEST hp truck I know of doesn't run a DTT. He runs a purple transmission

 

[DavidTD]

The BIGGEST hp truck I know of doesn't run a DTT. He runs a purple transmission

Most of the fast trucks on the track that don't run nitrous run a triple disk. Nitrous will spool the turbo and eliminate the lag that a tight converter will cause. The fastest stock transmission so far belongs to Jeff Garmon, Suncoast. Next is Bill Fletcher, Suncoast. Then Richard Mansen, ATS, then Joe Helman, Suncoast (I believe), then Darren Morrison, Suncoast, then Matt Stuckey, Suncoast. These are all between 9's and 11. 0's in the quarter. Toss out Joe and they are all in #2 only. Making power on a dyno is one thing, putting it to the track is where the transmission will be stressed the most and where the goodones will shine.



But Dennis Perry runs a single disk Sun Coast and holds the DHRA record at 10. 96. But since he runs Nitrous, he has a more efficient converter and the single held all year. Not one failure with his transmission.

 

[Stefan Kondolay]

Mark in case you are not aware of it the stator is what allows converters to be tighter, the reason that DTT doesn't run a loose converter is because we replace converters that are loose (stock), if a guy wants a loose TC then why up grade. We aren't in the business of giving a guy what he's already has and change huge dollars for that. If a guy thinks a 3 disk is the way to go and wants it loose, then use a stock style stator and use a 3 disk, you could build that set-up for around $600.

 

[Sled Puller]

... ... Then Richard Mansen, ATS, .....

Say, is he a relation to Charles? :-laf

 

[DavidTD]

Oops, I got that wrong didn't I?