Best Available Torque Converter

[JTBMC]

I've put 66,000 miles on my stage 4 & emjay controller, it still shifts firm and sets me back in the saddle when it changes gears.

I also tow most every day from 7500 # up to 25,000 #'s

TJ

 

[rrausch]

My ATS is still a youngster... I only have about 30,000 miles on it!

 

[jwilliams3]

I drive the hell out of my ATS.



It puts the power to the ground!



Another topic, sledpulling.

Sledpulling is harder on a driveline than dragracing and harder on the truck and engine in general.



I believe George Peterson runs an ATS Triplelok converter in his pulling truck. I dont know of any DTT equipped truck that pulls like that single turbo auto equipped truck.

(watch the Muncie tape)



--Justin

 

[Howard Durand]

You may as well check them all out. BD Power in Abbotsford BC has some fine equipment also.

 

[mmeinecke]

Re: convertor

Originally posted by jimk

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 ...

With an ATS transmission, Triplelok, and Commander, you can lock up at any speed from 15 MPH to 80 MPH, therefore, you can lock up technically at most any RPM you want to. If you're going 15 MPH in 2nd or 3rd, you're just about at idle.



The problem comes in with lugging the motor locked up at that kind of RPM. You are going to build extremely high EGT's, and you better have a hell-of-a-lotta power to pull through the lockup because you aren't really in the torque band until 1700-1750 RPM (Max torque is at 1750). These trucks pull best at 1900 RPM or so.



So, in answer to your comment, you can lock up at 1550 or 1600 in overdrive and tow.



Mike

ATS Diesel Performance

800-949-6002

 

[Stefan Kondolay]

We are saying the same as we always have, pressures are important, you need to get the pressures to the clutch packs to help these transmissions live. Internal leakage is a problem in these Chrysler transmissions and is easily provable with the aid of a pressure gauge. I think it is pretty common knowledge that we do not put all our emphasis on the torque converters even though the numbers prove we have the strongest tested TC. We have re-designed internal components of this Dodge transmission to assist with sealing pressures and increasing longevity. Joel as we obviously feel very differently about pressures and their relationship and function in regards to application, maybe I can better explain why we feel it is important that Bill's RV customers reap the benefits from the higher pressures as well as his high hp Dodge guys.



Bill’s typical RV’s customer runs between 250- 400hp as a round # with between a 10,000lb - 15,000lb trailer behind them. As it was explained to me, these guys need all the pressures they can get going the clutch packs as most of these guys loaded do not drive around full throttle taking advantage of the max pressures afforded by full throttle application. Dodge transmissions since the 1960's have had line pressure rise based on power input. In other words the more throttle you give it the more pressure you have going to the clutch packs. While it is tougher to set up a truck this way it is more beneficial for the transmission. Even if a RV customer only added an EZ box , it still takes less throttle than before he added the box to maintain the same speed. So if it takes less throttle, which amounts to less pressure as far as the transmission is concerned, how does it help the RV guys if you are saying they need less line pressure than the hp guys to begin with. Again, that is why we have always maintained line pressure rise must match each individual truck and application.



DTT runs higher pressures than factory at idle as well as throughout the rpm range. That is done for very specific reasons. I know this must be getting boring to hear but getting pressures to the clutch packs are what help these transmissions live.



To make a transmission shift hard or soft is not about pressures. Making a transmission shift hard or soft is based on volume and time. Timing, being the most critical aspect.



Lets use seat of the pants driving as that is what most customers use for reference and comparison, as most do not have pressure gauges. Say the truck we are discussing is a 400 hp truck for example, driving down the road , the transmission is about to shift into 3rd, and the consumer describe this shift as firm, positive and really quick.



If they were to put a pressure gauge in the front servo, and monitor the pressures, they would be quite surprised to see how long that shift actually takes. The gauge will show the shift sequence begins before it is ever felt . This is where shift timing and set up expertise comes into play. Again, properly trained installers are critical because even though the shift feels good, the pressure gauge will show that feel is not necessarily reflective of what is actually what is happening inside the transmission. They gauge will tell a trained installer if the sealing rings are properly energizing, if the actual balance of pressure between 2nd and 3rd is correct to prevent bind up and also ensure that the apply pressure is correct as it is the one actually holding the 3rd gear clutch packs. It took me a long time to figure out how to best translate this info as explained to me so guys could perhaps see why we are different. Hopefully after reading this some of you guys out there can see that as companies we are not all the same and that is a good thing. So do your homework, use a pressure gauge, read your manuals, and go with what you feel is the best choice for you.

 

[jimk]

advice

I have been to two of the seminars that Bill put on for the DDT transmission. That is why I recommended that transmission to a friend of mine. I used his advice on raising the pressure and I installed a bracket to hold the throttle lever from going all of the way back to the idle position. I used a Gage to check the pressures. The reason that I have 95k miles and no problems is pressure an some good advice.

I just wont to be able to go to lockup in overdrive at 1600 or so and pull my trailer as long as I don't have any egt problems. I would not be in this position if I have not bought a transmission to make a X wife (NOW) happy. From now on that will be different. I buy to suit me. Jim

 

[Edward]

dclassens

As you can see there are plenty of recommendations out there. I want to agree with those who say do your home-work. Check out all the transmission vendors that advertise on this sight. All of them are way better than stock. I like and support the TDR. This sight has provided me with valuable information that has saved me a good bit of money. I have also gotten some advice here based on business self-promotion that in the end benefited the business more than it benefited me. It is within the rules of this sight for vendors to promote their products in the forums. With that in mind I always ask myself who stands to benefit from any product recommendation. It is one thing to listen to a guy who went with brand X and says he loves it to tow his 5th wheel. It is another thing for a business bragging about how there product is "best", who stands to gain by soliciting your business. While this is within the rules of the sight, I would recommend asking yourself if the person giving the advise stands to gain personally?

The other thing that I do is check out which businesses advertise on this sight. As I have stated before I like and support the TDR and will only do business with those businesses who also support the TDR. This is only my opinion. Any business that trolls the threads seeking self-promotion while refusing to support this sight with their advertising dollars is unworthy of any paying members business.

I use my truck as an everyday driver and to tow the boat. Over a year ago I was asking many of the same questions you are now about which product to go with. I chose ATS and have never regretted it. They make darn good product and stand behind it 100%.

Where are you located? Send me a PM and if you are in the area you can drive mine.



Edward

 

[rrausch]

Good advice Edward. I also did my homework back about a year and a half ago, before I got my ATS Performance trans. I have never been sorry. There are some good Vendors advertising here, and I went with Clint & Co. because of the sense of integrity I got while talking to them, and also because I liked the facts I heard from them. Clint has consistently told me the truth, even when it was not in his best interest to do so. That is evidence of Character. You can't buy Character, it is either in someone or it is not. All you can do is recognize and reward it.

 

[Cooker]

I shop for the best product I can purchase at the price I am looking to spend.



DTT was my choice over 2 1/2 years ago and I have been 110% happy with my decision ever since. The only regret I have is that whenever I drive another vehicle I am always disappointed with the performance of the transmission



FTR - My father has a CTD now and there is no doubt in my mind, or his, that someday when his stock trnamssion fails he will have a DTT transmission.

 

[Mtngoat]

I really am impressed with my DTT trans. I had a little glitch the other day that wasn't a DTT concern. Bill told me what and how it was to be repaired. It was done and it works great. I appreciate him taking the time to explain to a trans challenged person how to do things!!



Robin

 

[Bob Wagner]

going on 3 yrs. with the same set up and the hp keeps going up

 

[Walcott]

It's a no brainer!!

It's ATS all the way!!!!!!

 

[Jim Fulmer]

Read the Sig.

 

[propuller]

Its DTT for me.



Kurt

 

[MCummings]

Originally posted by Joel Richards

Ok - Merrick, what were you told by your vendor?

I snapped an input shaft on my twin turbo truck 2 weeks after acquiring the truck. I was told the transmission was practically brand new. I called the manufacturer and asked what I could do. No warrenty on the "new" transmission, they warrenty the driver, not the transmission. They don't warrenty non-billet shafts.



It now has a Billet Input shaft from another vendor, that is holding awesome. Locked Shifts, and hard launches are no problem.



The truck dyno'd with my tinkering 561RWHP/1176RWTQ, should have been more, but I'm a 12V novice.



Here is what got me.

You sell a new transmission,, knowing the truck is twin-turbo, 500-600RWHP, 4wd, and has a mystery switch in it that HAS to be used to obtain lockup. You sell him a complete "race transmission" using all OEM shafts. ! ??

If I was that transmission company and the owner said, I have 500RWHP, twin turbo, and have to use a mystey switch, and they wanted OEM shafts, I would have not sold the transmission, or sold the transmission with a lengthy waiver saying not responisble for shafts that WILL break. There is a word in business that is not used hardly ever anymore. "NO"



If I have a person call me up, and say, I want some BD8's, and I have a stock truck, I just want the injectors to put in it, I would say, "No". He wil just have to go to somebody else. I won't put him in that predicament, and Neither should I have been put in that predicament.



If anybody think s shifting locked-to-locked is not hard on parts, and won't break anything, let me tell you. It will. Just a matter of time. For me it was 2 weeks, for you, it might be two years, but one thing for sure is, it happens, and it happens often with locked shifts. Tha's why Billet Input shafts are widely available.



Just my $. 02.

Merrick



BTW, I will run this transmission untill it kisses me bye-bye.

 

[JR2]

DTT since they came out, think I have one of the second batch of 10 converters they sold in a group purchase. 30,000 miles of abuse and it is running fine.

 

[propuller]

I couldnt agree with you more Merrick. We need a few more business men like you.



Kurt.

 

[Edward]

long post sorry



I am not attempting to start a flame here I am simply asking for consistency.

We all know the reputation of Mercedes Benz is top notch. Their engineering is outstanding and exceeds that of most automobiles made. In the fall of 2003 Mercedes Benz is introducing a new to them torque converter concept in their 7-G Tronic transmission. That concept utilizes three clutch frictions with square tab design. The three clutches with square tabs is virtually identical to what ATS has been using for years. The Mercedes Benz position on transmission lock-up is similar to that of ATS as well. The quote below is a portion of a news release from Mercedes Benz.

Torque converter lockup from first gear

As in its predecessor, one outstanding feature of the new seven-speed automatic transmission is a lockup clutch in the hydrodynamic torque converter. In many situations, this system largely eliminates slip between the pump and turbine rotor. It does this by establishing a virtually fixed connection wherever possible between the engine shaft and transmission shaft, creating an extremely effective barrier to output loss. In contrast to conventional automatic transmissions, in which torque converter lockup is only possible in higher gears, the lockup clutch in the new seven-speed automatic transmission from Mercedes-Benz is active from the first gear up.

To find out more on this transmission log onto your favorite search engine and type in 7-G Tronic.



The multi disc torque converter has been controversial on this and other sights ever since it was introduced. There are some who have openly criticized it using arguments like the discs will eat through the front cover because of the harmonics of the engine. Another openly stated objection has been that the clutch discs are dragging on each other even when the lock-up clutches are disengaged. This dragging will cause the frictions to ware and plug the transmission cooling system with burnt clutch material and once that happens the transmission will fail.

I am wondering if these critics who maintain their opposition will be consistent by telling the Mercedes Benz S430 and 500 class owners the same thing they told the ATS owners? Will they openly criticize Mercedes Benz at automotive events and on the web sights? People who pay that much for a Mercedes deserve the same level of concern as Dodge Truck owners do. If multi disc torque converter design is bad, for Dodge truck owners it will be equally as bad for Mercedes Benz owners. The consistency comes in when Mercedes Benz owners are told of the alleged flaw in the same manner as the ATS owners. I don’t think it is out of line for me as a consumer to ask for consistency. If it is bad for one company to make the multi disc torque converter then it is bad for all companies who make it. There is yet another option available. That would be for those who are unwilling to criticize Mercedes Benz to also become unwilling to criticize those other companies who manufacture the multi disc torque converters. My hope is that the application of consistency will help to end the transmission wars. There are some really good people who own a different brand of transmission than I own. It would be good if we could make that little sticky go away and I could talk with them about their transmission and they could talk with me about mine. Dreaming you say, well all good things start with a dream.



Edward

 

[Reb.B]

i think that u'll find Goerand Bros Trans to be the best converter for the buck and it also comes with a lifetime warrenty. Stock stall and the ablity to lock up at any time is the way to go, street, strip, and work. Like I told Doug awhile back, if he really wanted to make some time, just try a stock stall triple disk. our engines don't make the power until that turbo spools and with a low stall its takes too long to get the turbo rolling.