Auto transmission Slip Questions!

[Homicide]

Hey Gang,

My '99 4x4 quad for the last 3 weeks or so has the EZ box installed. I'm VERY happy with the EDGE unit, and I have not been driving like a mad man.

The other day while going up a 5%+ grade towing a single axle trailer totaling under 2,000 lbs in weight, I noticed as I was passing a PowerJoke that my RPMs were accelerating while my corrosponding speed was static while the T/C was locked, so this led me to believe that my infamous Dodge Auto transmission was slipping.

I know know that a DTT or ??? Torque and Valve body is in the future.

After the 2 transmission slips (another slip without the trailer attached) my truck and transmission still locked up and ran perfectly. I can still accelerate up to 12 mph by only letting my foot off the brake pedal at a complete stop.

My questions are:

1) What kind of damage could I have done while driving with a slipping transmission for no more than 15 seconds both times?

2) What are the steady symptoms of an Auto transmission about ready to die?

3) Is my transmission about ready to die?

4) If I install a DTT or equivalent T/C and V/B will I still need to overhaul the rest of the transmission?

I'm still well under my 100k warranty.

Sorry 'bout the long post, but this is the first major symptom of the Dodge possibly needing Major work.

Cheers to the Irish.

Steve



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1999 2500 Quad SLT, 4x4, Auto, SWB, white with Agate leather interior, all options except fog lights. Very happy with the changed 4. 10 gears to 3. 55. 285/75 tires. Towing a '96 21ft Boston Whaler Outrage with 225 hp Johnson and galv. TT. Getting ready to BOMB because the Dodge is a little doggy towing the Whaler and my big butt. Bomb run #1, Edge EZ box. Next???

"Rice power will never compare to Cummins power"

"LIFE IS TOO SHORT FOR CHEAP BEER and/or DODGE PARTS"

 

[Ramboy00]

Steve,
After I installed Banks system on my truck, it would start to slip after lock-up if I tried to accellerate too fast. If I ease into it, usually I can avoid it. TomW here in Austin had the same problem after putting his Banks in. He put Bill K. 's TC and VB in and no more problem. My TC and VB are on the way from Bill now. I want to get this taken care of before I really damage something. I think that will be the answer to your slipping problem.
Phil

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'99 D3500, auto. ,2WD,3. 55 LSD, all options, Banks Power Pack w/K&N filter, '99 40ft. Alfa Gold Triple-slide 5'er

 

[K_Arts]

Homicide... . DTT is the only answer.

To get the best answer that you possibly could, contact Bill Kondolay and talk to him. He is Awesome! To be honest with you... Bill does not try to push off his product on anyone. He will give you straight up honest answers and tell you the pros and cons to everything. You really need to call him to get the best answer to your questions!

Kev

 

[BruceF]

I posted a question on this same issue to Bill on his DTT home page forum a day or sow ago. Just waiting for a reply. I seem to be having the same type of slipping problem.
Just wanted to make sure it was torque converter slipping rather than clutch packs.

--Bruce

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1999 QC2500 4x4 Auto 3. 54LSD Most opts except Leather, VA CPC,
Warn winch, nerf bars, grill guard, front rcvr hitch, aircraft landing lights, wheel flares

 

[Fred Swanson]

If you are in lockup, and you feel the RPM's raising, and no MPH raising, the lockup clutch is slipping, beause there is not enough pressure to keep it from slipping. It really doesn't take that much to slip the stock transmission lockup.
The stock TC and VB are the Weak links in the transmission.
As to whether your transmission is going out, pressure tests will help determine that.


------------------
Fred Swanson
Co-Owner
Canyon State Components, LLC
www.canyonstatecomponents.com

'00 QC,SB,4x4,Auto,3. 54 w/LSD,Trailer Package, Tow Package, DTT's VB & TC

 

[Todd T]

what Cscpusher said is true, with the addition of, if you slip it too many times it will wear the clutch out, and then its rebuild time for sure. the best thing is preventative maintenance in the form of a good VB, if that wont hold then get a new (better) TC

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Todd,
2001 Q-cab SB 4x4 5spd 3. 55's, A pillar Boost/EGT,Jardines 4" turboback kit, and more to come...

 

[Mopar-muscle]

i find it amussing sometimes when i see so many people say how easy it is to slip the lockup , while i was waiting for DTT to finally relaease its products (6 months) i pushed the limits of what a stock TC was capable of and i MAY have slipped it once , possibly 2 times , and that was only with an edge with a HOT HOT #3 setting , this was with 275's and a VA , and only when i matted it at 70 mph . i went 15. 48 at 88. 98mph with my DEAD STOCK transmission .

though i don't recommend that people just leave it alone, because i picked up a half second once i installed the DTT VB and TC , the stock parts can survive for a while if you drive it correctly , just not do it to the best of its ability .

homicide , first thing to do is remove the EZ , see if it still does it .

 

[LSMITH]

It IS possible to slip the TC lockup clutch with a VA or an EZ, don't let anyone tell you different. Check your line pressure, I will bet that it is less than it should be. Remember that these trannies are mass produced and that there are variations from one to another. One guy could have one at the top end of the specs and another guy could get one at the bottom. Adjust your line pressure up to about 62 PSI and the slipping will go away until you add more power.

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99 2500 QC 4X4 AUTO SB 24V LARAMIE SLT 3. 5 LSD 285-75-16'S SPA Boost/EGT Everything but leather NRA Member Great Lakes TDR Member

 

[Strick-9]

homicide,

First off, scary name. #ad


I too waited for what seemed like forever for Bill Kondolay to release his TC. Like mopar-muscle, I tested the limits of the stock automatic transmission. I had no problem slipping my stock TC with upgraded power.

I have to move a 40' JLG manlift for our construction company that weighs 15,000 lbs. Add a 30' flatbed trailer at 7000 lbs and you can see that my gross weight is up there. On a local test hill, I pulled this combination at 36lbs of boost and 1300°F exhaust temp for over a mile slipping the TC clutch the entire way.

I later went on vacation and pulled our RV. I slipped the clutch for miles on end. I had a lockup switch and even though the lockup was manually engaged, the RPMS would climb and fall with throttle input while road speed remained constant. Those of us with a transmission temp gauge have all seen how quickly the temperature drops when the transmission goes into lockup. Well, so much heat was generated by my slipping clutch that I had to regulate the throttle to maintain transmission temps below 200°F.

My transmission lived for several more months before it finally died after the direct clutch pack welded itself together and stripped out the input hub.

I know this was a long winded response to your question, but after all the abuse I threw at my TC clutch lining, it didn't kill my transmission.

To answer your questions directly,

#1: What kind of damage could I have done while driving with a slipping transmission for no more than 15 seconds both times?

I doubt you have done any damage to your transmission. Your clutch lining may be glazed and might be weaker from now on, but your transmission internals are most likely fine.

#2: What are the steady symptoms of an Auto transmission about ready to die?

There are many symptoms of transmission failure.

#3: Is my transmission about ready to die?

I doubt it!

#4: If I install a DTT or equivalent T/C and V/B will I still need to overhaul the rest of the transmission?

In short, no!

There is no DTT equivalent TC. I built a device to mimic Bill's TC saver. It unlocks the TC at anthing more than light throttle input. I'll never slip my TC clutch because it is NEVER engaged during heavy power usage. You've probably never heard of the TC saver because no other TC on the market can support it. Everyone pushes lockup to prevent slip and heat buildup, some do it with dangerously high internal pressures, some do it with the pressure-lock, some with increased clutch area. Most do it with a combination of the above. The simplest solution to prevent slippage is to unlock the clutch. It can't slip if it's not locked. The problem is heat. When you put energy into a system it has to come out somewhere. In a torque convertor it comes out in the form of mechanical energy to the input shaft and heat generation in the fluid. A more efficient torque convertor will transfer more energy to the input shaft and less to heat generation. I've driven around with DTT's TC all day with the TC manually unlocked. The highest temperatures are during stop and go traffic when all of the input energy has to go to heating the fluid and no air is blowing through the cooler.

I know this is coming across as a sales pitch for DTT, but I assure you I do not work for DTT or receive any form of compensation from them.

I'm a consumer just like you who has been down this road before and I wanted to share what I've learned with you.

-Chris

'94 2500 4x4 auto by DTT with automatic TC unlock, custom fuel plate, diamond B 370's, governor spring kit, hi-flow delivery valves, 4" Jardine exhaust, AFC spring kit thrown away to allow proper fuel tuning. Stock intake, stock turbo.

 

[Fred Swanson]

Formulate your own opinion, and definitely listen to ones that tow, not drag race. Completely different results when the truck is empty vs. loaded with something in tow.
Empty, it is hard to tell whether it is slipping, and it doesn't slip as easily. Put 5K behind it in tow, and go down the road in overdrive at 70, and start to get on the pedal smoothly, and you'll feel and hear and SEE! the slip, as the RPM's go up, and the speedo doesn't move but a little.


The EZ alone doesn't do it as easily as the EZ and 275's. This combination will do it, and this is with factory line pressures of 58-60 at idle, 67 at 1500 RPM, and 125 at WOT.
Introduce the DTT 80psi VB, and line pressures go up 20 psi across the board. Combine this with the DTT TC, and you've got a much better transmission.


True, line pressures vary, and I have seen this. I've seen stock VB's vary quite a bit at the different reading points, idle, 1500RPM and WOT.


Don't be fooled, you can slip the converter.


------------------
Fred Swanson
Co-Owner
Canyon State Components, LLC
www.canyonstatecomponents.com


'00 QC,SB,4x4,Auto,3. 54 w/LSD,Trailer Package, Tow Package, DTT's VB & TC

[This message has been edited by cscpusher (edited 03-16-2001). ]

 

[Runaway]

On my "99" with a BD VB and a VA I could slip the transmission while pulling my 28' 5ver. I could of kept putting more money into the transmission, I opted to change gears myself and traded for the 6-speed. If you are going to up the power on an auto equiped Cummins, YOU will be spending money on the transmission.

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"01" Forest Green QC/LB ETH/DEE,4x4, 3. 54LSD, VDO (boost, pyro) Westin SS Nerf Bars and Grill Gaurd, Delta tool box, K&N.
00 28' Jayco 5th Wheel, 86 "Classic 16" Alumacraft, 00 Honda Rancher