I am in the process of putting a new torque converter in a 97 2500 CTD regular cab, with four wheel drive. I am having trouble deciding which brand to buy. I really, really like the ATS and this is probably the one that I am gonna buy. I have heard good things about the Sun Coast, and others. If anyone has any feedback, I would be grateful. Thanks Dave C.
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Best Available Torque Converter
- Thread starter dclassens
- Start Date
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Check this guy out. Just click on the blue url.
www.gbtransmissions.com
He offers a 100,000 mile warranty, unlimited years.
Others offer a 100,000 mile warranty but limit it to a couple of years or three years.
Some say a warranty is only as good as the paper it is wrote on, I say it's easier going to small claims court with a piece of paper in hand than your word of mouth.
My three recommondations:
www.gbtransmissions.com
www.suncoastconverters.com
www.atstransmissions.com
Ron
www.gbtransmissions.com
He offers a 100,000 mile warranty, unlimited years.
Others offer a 100,000 mile warranty but limit it to a couple of years or three years.
Some say a warranty is only as good as the paper it is wrote on, I say it's easier going to small claims court with a piece of paper in hand than your word of mouth.
My three recommondations:
www.gbtransmissions.com
www.suncoastconverters.com
www.atstransmissions.com
Ron
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Careful-- auto trannies is a touchy subject
I think you'll be happy with any high-quality aftermarket builder who knows what these trucks put out.
I think the SC carries an 36 month unlimited mileage and horsepower warranty.
Art Carr, DTT, ATS, Sun Coast --all TDR advertisers-- sorry if I left anybody out.
Call each one and 'splain what you want to do and pick who you like.
Or do like me and pick up the first second-hand, low mileage unit you run across.
Some more things we don't agree on--the best oil, the best tire, the best injector, the best turbo, 2WD or 4WD, drugs or no, the best dyno, the best gear ratio, the best additive--or whether to use one at all, etc.
5. 9--yep, that's the bestest.
I think you'll be happy with any high-quality aftermarket builder who knows what these trucks put out.
I think the SC carries an 36 month unlimited mileage and horsepower warranty.
Art Carr, DTT, ATS, Sun Coast --all TDR advertisers-- sorry if I left anybody out.
Call each one and 'splain what you want to do and pick who you like.
Or do like me and pick up the first second-hand, low mileage unit you run across.
Some more things we don't agree on--the best oil, the best tire, the best injector, the best turbo, 2WD or 4WD, drugs or no, the best dyno, the best gear ratio, the best additive--or whether to use one at all, etc.
5. 9--yep, that's the bestest.
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DTT... http://www.dieseltrans.com and I have had a few customers that have been very happy with Pro-Torque Converters. . http://www.protorque.com/
One thing you get lot of here is opinion, sometimes it is tough to determine fact from fiction. As far as some cleverly baited comments i am going to ignore and say the following based on fact.
Highest power that lock-up has held DTT!
Doug Smith/Jetpilot 886HP.
Tightest fluid coupling DTT.
Who stuck to their guns as far as what was needed in your trans from the beginning DTT! Remember back in the good old days where DTT was fighting the aftermarket industry that high line pressure was needed to hold, and others were saying that was BS. Amazing , look closely, everyone is increasing pressures. Ask Merrick Cummings what he was told by his vendor.
Who introduced the billet shafts first to the diesel industry fighting tooth and nail with the aftermarket who said they weren't needed / DTT. Now amazingly enough the after market seems to carrying them as well.
The best way to test the converters are take a 500hp truck unlock the converter and I guaranty that a DTT converter will win.
It is really, really easy to claim something is the best, proving it day in and day out with real trucks, street driven trucks is the hard thing to do.
Our DTT customers for the most part don't sit back and brag they are the best, they drive to the events, compete and drive home.
Look at some of the fastest trucks from DTT , 7000lb 4x4 diesels, they are street driven. Now take a good look at some of their competitors, trailered putting on maybe 15 miles a year total.
Last time we checked the general consumer wasnt really interested in a 15 mile show for their own personal trucks.
While it is always fun to see the high hp guys come out and play,in the real world consumer Dodge trucks are for the most part daily drivers, towing RV trailers and yes some even un-hook their trailers and drag race them. Talking the talk is the easy part when its not your personal money that has to pay the bill. When it is , perhaps careful consideration of the actual history and facts of a product is a factor not to be overlooked.
Its all about choices, all anyone can do is try and cut through the transmission jargon out there and perhaps drive a few different application trucks and decide for themselves based on their own experiences what they like best.
Highest power that lock-up has held DTT!
Doug Smith/Jetpilot 886HP.
Tightest fluid coupling DTT.
Who stuck to their guns as far as what was needed in your trans from the beginning DTT! Remember back in the good old days where DTT was fighting the aftermarket industry that high line pressure was needed to hold, and others were saying that was BS. Amazing , look closely, everyone is increasing pressures. Ask Merrick Cummings what he was told by his vendor.
Who introduced the billet shafts first to the diesel industry fighting tooth and nail with the aftermarket who said they weren't needed / DTT. Now amazingly enough the after market seems to carrying them as well.
The best way to test the converters are take a 500hp truck unlock the converter and I guaranty that a DTT converter will win.
It is really, really easy to claim something is the best, proving it day in and day out with real trucks, street driven trucks is the hard thing to do.
Our DTT customers for the most part don't sit back and brag they are the best, they drive to the events, compete and drive home.
Look at some of the fastest trucks from DTT , 7000lb 4x4 diesels, they are street driven. Now take a good look at some of their competitors, trailered putting on maybe 15 miles a year total.
Last time we checked the general consumer wasnt really interested in a 15 mile show for their own personal trucks.
While it is always fun to see the high hp guys come out and play,in the real world consumer Dodge trucks are for the most part daily drivers, towing RV trailers and yes some even un-hook their trailers and drag race them. Talking the talk is the easy part when its not your personal money that has to pay the bill. When it is , perhaps careful consideration of the actual history and facts of a product is a factor not to be overlooked.
Its all about choices, all anyone can do is try and cut through the transmission jargon out there and perhaps drive a few different application trucks and decide for themselves based on their own experiences what they like best.
I have to agree with CATCRACKER on this one. I'd have to say for the last couple of years Clint at ATS has consistently taken the lead in engineering. From the TripleLok TC, to the beefed-up internal components in their Stage IV, to their being the first to offer the Emjay Strategy Controller, to just their nice customer service, IMO ATS is TOPS.
Stefan you may have left a hole for someone to shoot at.
Your converters are not slippable when locked either!!
So as I see it,--DTT is best in fluid coupling and is a solid lock so there is no weakness.
Thank you DTT, I love mine.
Just correctly engineered.
Not over engineered!!!
fox
Your converters are not slippable when locked either!!
So as I see it,--DTT is best in fluid coupling and is a solid lock so there is no weakness.
Thank you DTT, I love mine.
Just correctly engineered.
Not over engineered!!!
fox
Last edited:
convertor
I don't drag race my truck, but I do use it to pull my trailers. When I shift from third gear at 2500 or so an let up to shift I go to 4 gear and lock up. I like to drive at 62 or 65 now the rpm are lower than 1750. Does any one make a converter that will hold in lock up at below 1750. I don't wont to drive in third gear because the low rpm in the REQUIRED RPM for lock up . ( pump volume is the key) Would a multiple clutch converter hold at 1550 or 1600? I don't have egt problems.
My truck is used 95% time pulling trailer, so I wont a transmission that will have 100 duty cycle and not required to rev the heck of it. I have heard of guys who dyno and they go into lock up at 1500 and put it to the wood. What about day in and out at 1500? thanks Jim
I don't drag race my truck, but I do use it to pull my trailers. When I shift from third gear at 2500 or so an let up to shift I go to 4 gear and lock up. I like to drive at 62 or 65 now the rpm are lower than 1750. Does any one make a converter that will hold in lock up at below 1750. I don't wont to drive in third gear because the low rpm in the REQUIRED RPM for lock up . ( pump volume is the key) Would a multiple clutch converter hold at 1550 or 1600? I don't have egt problems.
My truck is used 95% time pulling trailer, so I wont a transmission that will have 100 duty cycle and not required to rev the heck of it. I have heard of guys who dyno and they go into lock up at 1500 and put it to the wood. What about day in and out at 1500? thanks Jim
I wouldnt be afraid to do this with my setup day in and day out. For giggles I have tried to make my transmission slip in lockup, just cant get it done and mine makes decent power. Now I aint touchin this with a 10 foot pole that other transmission brands cant accomplish this too. I am "just" stating that I am pleased with my purchase and feel confident that my setup could do what you are talking about.
I'm pleased with my DTT setup. Almost 30k miles with over 400horse. Drag raced a few times, dynoed a few times, towed a few times, abused daily.
Steve St.Laurent
Staff Alumni
Please keep the forum guidelines in regards to transmission posts in mind when responding to this thread. I have already deleted several posts and edited a couple of lines out of a couple of posts relating to those deleted posts. If you need to refresh your memory you can find the guidelines at the top of this forum or at https://www.turbodieselregister.com/forums/showthread.php?s=&threadid=72098 .
-Steve St. Laurent
Lead Moderator
-Steve St. Laurent
Lead Moderator
Re: convertor
I run down to 1200 rpms before I pour the coals to it on the dyno and have dynoed as high as 700. 1hp. I'm not saying I would force it into lockup that early all the time but my converter is holding up to my abuse after 50+ dyno runs and 50+ trips down the track this year. The only thing I noticed about going into lockup early is the egt's start to climb fast until the boost comes on.
I run down to 1200 rpms before I pour the coals to it on the dyno and have dynoed as high as 700. 1hp. I'm not saying I would force it into lockup that early all the time but my converter is holding up to my abuse after 50+ dyno runs and 50+ trips down the track this year. The only thing I noticed about going into lockup early is the egt's start to climb fast until the boost comes on.
I have almost 900 HP and 1570 lbs torque and have yet to slip the TC. Back when I first started modifying my truck I had a DTT transmission and TC installed with the idea I would have 400-450 HP. I pushed that transmission and TC to over 750 HP with NO problems!
DTT offers many different options so the transmission and TC are set up for YOU and what YOU WANT... ... Transmissions are not one size fits all, so think about what you want in a transmission. I would recommend calling and talking with the folks at DTT.
Doug
DTT offers many different options so the transmission and TC are set up for YOU and what YOU WANT... ... Transmissions are not one size fits all, so think about what you want in a transmission. I would recommend calling and talking with the folks at DTT.
Doug
This post is not a flame. I'm just answering some of Stefan's questions, and asking a few of my own.
True, higher line pressure is needed to hold in high HP applications, but
what about normal driving?? You don't need high line pressures all the
time (raising static line pressure like DTT does), even with high HP trucks. That just wears out the transmission and
components prematurely, right? Shouldn't the line pressure be directly related to
the demand for power and not "pressured-up" all the time? My transmission raises
line pressure as I demand more power - I like it that way, as I'm sore most would.
Ok - Merrick, what were you told by your vendor?
Well, if it breaks, it must be fixed... ATS never said that they weren't
needed - must have been somebody else. Billet shafts and drums are
awesome - Billet material is incredible stuff - in fact, how about a billet
torque converter?? A billet cover and piston would prevent deflection under
high horsepower/load conditions and eliminate warpage - and if you add to
that a triple disc clutch design and square tabs and you eliminate the
problems with slipping because you have 3 times the clutch surface area (and
you don't have to raise line pressure to get that incredible lockup) plus
you don't have all the inherent design flaws of round tab designs and the
chatter/failure rate that come along with them. And it seems that the
aftermarket industry is migrating that way as well. Even some manufacturers
have gone triple disc, like Mercedes. ATS has a handle on this with their TripleLok(tm) Torque Converter.
Here we go again - whenever you're ready... I'm at 505HP and have the TripleLok(TM) Commander
so that I can control lockup anywhere from 15-80MPH, or turn it off
completely - all at the push of a button. I have a motto - "Lock up soon,
lock up often", but I'll turn it off just for you...
Let's see - I can think of a few hundred customers of ATS who drive their
real trucks every day. Not a hard thing to do after all. Take a couple like Mike Tomak for instace – a daily driver in a Duramax, running an ATS transmission at 11. 95@111 Mph for instance, or there is Speedstyle, running another Duramax at 12. 84.
FYI, the internal components and design of the torque converter are exactly the same in the Duramax as in the Dodge – that’s right the lockup portion of the converter is interchangeable.
ATS has been driving to events for quite some time now. True, some trucks
are towed (Clints trucks, because he flies to the events so he can maximize
his time servicing customers), but the towing vehicle also competes in the
events. Pulling 30k pounds and competing, and driving home. I
think ATS can be left our of the "sit back and brag" category you were mentioning. Walk the walk, talk the talk...
I just looked, and I have 83,202 miles on my 2002 - 75k with my ATS Stage
IV. Never a problem, and I drag race, sled pull, tow 20k+, and generally
drive hard all day and most nights. True, some competitors may only put 15
miles a year on their trucks, but not ATS. They are driven every day. I don't know of one ATS truck (or other brand for that matter) that only drives 15 miles a year. .
Agreed - That's why ATS gives a standard 100,000 mile, 3 year, unlimited HP
warranty. And honestly, if somebody puts 45 miles on their truck in 3
years, I feel confident in saying that ATS will take care of any issues
which may arise after the 3 year period is up. I'm sure DTT would do the same.
I stated long ago that I will be happy to fax you my reciept. I'm not paid
by ATS to give my opinion, but I happily do so because they have talked the
talk, and walked the walk. I'm living proof. I put in months of careful
consideration. I called ATS, DTT, Suncoast. I read the TDR. History and
honesty played a major part in my decision, as well as others. I'm
absolutely happy with my choice. I think that everyone should look at all
of the facts, history, products, technology and innovations before making a
decision such as this - I know that ATS encourages people to do the same.
It's like being in school - do your homework and you'll usually get an A+.
Same goes here.
I couldn't have said it better myself. My truck is, and always has been
available for anybody to drive. ATS has numerous trucks that anyone can
drive, be it be Ford, GM, or Dodge.
So, Dave - to answer your question... I think that you're absolutely right
to lean toward ATS, and by doing so, you must have done your homework -
congratulations.
-joel
True, higher line pressure is needed to hold in high HP applications, but
what about normal driving?? You don't need high line pressures all the
time (raising static line pressure like DTT does), even with high HP trucks. That just wears out the transmission and
components prematurely, right? Shouldn't the line pressure be directly related to
the demand for power and not "pressured-up" all the time? My transmission raises
line pressure as I demand more power - I like it that way, as I'm sore most would.
Ok - Merrick, what were you told by your vendor?
Well, if it breaks, it must be fixed... ATS never said that they weren't
needed - must have been somebody else. Billet shafts and drums are
awesome - Billet material is incredible stuff - in fact, how about a billet
torque converter?? A billet cover and piston would prevent deflection under
high horsepower/load conditions and eliminate warpage - and if you add to
that a triple disc clutch design and square tabs and you eliminate the
problems with slipping because you have 3 times the clutch surface area (and
you don't have to raise line pressure to get that incredible lockup) plus
you don't have all the inherent design flaws of round tab designs and the
chatter/failure rate that come along with them. And it seems that the
aftermarket industry is migrating that way as well. Even some manufacturers
have gone triple disc, like Mercedes. ATS has a handle on this with their TripleLok(tm) Torque Converter.
Here we go again - whenever you're ready... I'm at 505HP and have the TripleLok(TM) Commander
so that I can control lockup anywhere from 15-80MPH, or turn it off
completely - all at the push of a button. I have a motto - "Lock up soon,
lock up often", but I'll turn it off just for you...
Let's see - I can think of a few hundred customers of ATS who drive their
real trucks every day. Not a hard thing to do after all. Take a couple like Mike Tomak for instace – a daily driver in a Duramax, running an ATS transmission at 11. 95@111 Mph for instance, or there is Speedstyle, running another Duramax at 12. 84.
FYI, the internal components and design of the torque converter are exactly the same in the Duramax as in the Dodge – that’s right the lockup portion of the converter is interchangeable.
ATS has been driving to events for quite some time now. True, some trucks
are towed (Clints trucks, because he flies to the events so he can maximize
his time servicing customers), but the towing vehicle also competes in the
events. Pulling 30k pounds and competing, and driving home. I
think ATS can be left our of the "sit back and brag" category you were mentioning. Walk the walk, talk the talk...
I just looked, and I have 83,202 miles on my 2002 - 75k with my ATS Stage
IV. Never a problem, and I drag race, sled pull, tow 20k+, and generally
drive hard all day and most nights. True, some competitors may only put 15
miles a year on their trucks, but not ATS. They are driven every day. I don't know of one ATS truck (or other brand for that matter) that only drives 15 miles a year. .
Agreed - That's why ATS gives a standard 100,000 mile, 3 year, unlimited HP
warranty. And honestly, if somebody puts 45 miles on their truck in 3
years, I feel confident in saying that ATS will take care of any issues
which may arise after the 3 year period is up. I'm sure DTT would do the same.
I stated long ago that I will be happy to fax you my reciept. I'm not paid
by ATS to give my opinion, but I happily do so because they have talked the
talk, and walked the walk. I'm living proof. I put in months of careful
consideration. I called ATS, DTT, Suncoast. I read the TDR. History and
honesty played a major part in my decision, as well as others. I'm
absolutely happy with my choice. I think that everyone should look at all
of the facts, history, products, technology and innovations before making a
decision such as this - I know that ATS encourages people to do the same.
It's like being in school - do your homework and you'll usually get an A+.
Same goes here.
I couldn't have said it better myself. My truck is, and always has been
available for anybody to drive. ATS has numerous trucks that anyone can
drive, be it be Ford, GM, or Dodge.
So, Dave - to answer your question... I think that you're absolutely right
to lean toward ATS, and by doing so, you must have done your homework -
congratulations.
-joel
What I would suggest is to ride in as many trucks as possible, and then make your decision. I have had the chance to drive both ATS and DTT equipped dodge trucks, and I have also installed a ATS in a Customers Ford Powerpuke. From my experience, the DTT had firm positive shifts that were not overly aggressive, and in my opinion was a better performing all around transmission. The ATS equipped truck I have been in seem to be rougher shifting with a somewhat clumsy feel to them
Mike
Mike
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convertor
How ever my transmission is stock with the pressure raised and I use the recommended 1750 rpm in overdrive. With a 750 rpm gap between gears and 3. 54 rear end gears makes pulling a load a challenge and keeping the converter from slipping. With 95k miles I have had no problems yet other than a TPS switch. BUT until some one tells me that I can go to lock up at 1550 or 1600 in overdrive and lock up and tow they wont get my money ...
I can see how your transmission would hold with very close clearances and enough oil pressure to hold. Not sure how much pressure but I have a idea. Thanks for the reply Doug, Jim
Thanks Doug, when asked by a fellow employ at work if there was a transmission that would stand up to abuse I recommended DDT, an James built it for him. He likes to drive it like it is stolen. I don't like to drive it like that and wont buy a converter that has a 1750 limit to go to lock up when towing.
How ever my transmission is stock with the pressure raised and I use the recommended 1750 rpm in overdrive. With a 750 rpm gap between gears and 3. 54 rear end gears makes pulling a load a challenge and keeping the converter from slipping. With 95k miles I have had no problems yet other than a TPS switch. BUT until some one tells me that I can go to lock up at 1550 or 1600 in overdrive and lock up and tow they wont get my money ...
I can see how your transmission would hold with very close clearances and enough oil pressure to hold. Not sure how much pressure but I have a idea. Thanks for the reply Doug, Jim
If it is a smooth ride maybe the clutches are slipping.
Well said Joel! I agree. My ATS locks up nice and firm, and yes I feel it, and yes I like that nice solid feeling. No clunking at all. A clunk is not a good noise in a drivetrain and to my knowledge no ATS Transmissions have that problem. I have certainly never heard of anyone having an ATS which make a clunking noise.
Well said Joel! I agree. My ATS locks up nice and firm, and yes I feel it, and yes I like that nice solid feeling. No clunking at all. A clunk is not a good noise in a drivetrain and to my knowledge no ATS Transmissions have that problem. I have certainly never heard of anyone having an ATS which make a clunking noise.
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Issue 128 – Digital Version
Digital Magazines
FREE!
TDR Test Drive - Digital Edition
Renew
Subscribe
Gift Subscriptions
Back Issues
Subscription Status
Address Change Form
Buyer's Guides
Ram Diagnostic Trouble Codes
The Perfect Collection
The Perfect Collection Vol. II
TSB Updates
Dodge/Cummins Historical Overview
Cameron Collection
What Makes Us Tick?
Product Showcase
Advertising
