Engine/Transmission (1998.5 - 2002) Couple new issues!

[SnoKing]

Well the direct clutch pressure plate is in twenty pieces or so. Picture later today. Chris

 

[SnoKing]

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The 'direct clutch pressure plate' was in twenty or thirty pieces! This does not look like a stock one, as it was machine down to allow for additional clutches in the pact. Chris

 

[cerberusiam]

Nice!!! The higher pressure finally got to it. Now you need to order that purdy billet piston DTT uses.

 

[SnoKing]

It had all the billet DTT (2004) stuff except the output shaft. Explain more please! Chris

 

[cerberusiam]

Sorry, I mistook to the pressure plate for the apply piston. Do you have the biullet apply piston also.

 

[SnoKing]

Billet input, direct drum, accumulator, servo, struts, band anchors, special lever etc. Chris

 

[SnoKing]

So for those the are interested. The part that broke is noumber 146 in the upper right panel.


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To add more clutches they use a direct clutch pressure plate that is machined down like this.

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Chris

 

[cerberusiam]

Aha! That machined plate is one reason why I do not like the extra clutches. The next weak link in the chain fails, presure plate. Do you have a billet apply piston in the direct drum? Should be a gold color I think. The OE flex under hihger pressures and thta might lead to tweaking that plate enouhg to break.

I would do the normal 5 good clutches and drill the hub for better cooling if not already done.

 

[SnoKing]

I will have to ask Mike about the apply piston. Where do they drill the drum? I know that it is not drilled around the outer side where the band rides. As noted above it is the billet drum that DTT used back in 2004.

Early on I learned that a manual shift from second to third with the smart controller on was VERY harsh with the trailer in tow. I have the EB and smart controller on an old style head light switch. So I turn the controller off before doing a manual upshift when towing. Original damage may have been years ago.

This shop had the transmission on the bench in 1.5 hours and apart in another 30 minutes or less. So far I am impressed with Mike's knowledge.

Getting new seals for the billet accumulator and servo may cause a delay, DTT is not getting stock until Monday. Chris

 

[cerberusiam]

Drilling for extra lube is done on the input shaft hub not the drum. I don't have a picture of exactly where but it taps and existing passage to beetter cool and lube the direct because they are a problem in stock configuration.

 

[Sticks]

...This shop had the transmission on the bench in 1.5 hours and apart in another 30 minutes or less. So far I am impressed with Mike's knowledge.
...

When you do it day in and day out, you get quick. I can do a VP and transfer pump on a 2nd gen in 1 hour from the time it rolls into the shop to it rolls out the door, and just I had the camshaft sitting on the bench out of a 2006 in 3.5 hours, would have been quicker if I did not have to make custom tappet holders (we don't have the tooling). That was more anxiety than I needed in a single day.

Well, glad you now know what happened. Hope the build lasts longer and you don't have to go through this again.

 

[SnoKing]

Got truck home today with a freshen up transmission and new triple disc torque converter! Chris

 

[Sticks]

Yay! Reset the clock to "Zero" and start again.

What was the total $$$ damage if you don't mind sharing?

 

[SnoKing]

Here is the invoice and parts installed. He gave me a couple payment options beyond credit card! He did back down the line pressure to the new triple disc TC vs the old single disc DTT one. Chris

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[SnoKing]

Drove the truck down to Seattle to have dinner and a beer with old friends from the bank. It drives a bit different than before, with before meaning from 2004 after the first custom transmission. It has always been a bit of a little hot rod, but I think in a drag race it is quicker now than before. The reason is in how this torque converter is setup vs the DTT 89 percent converter. The coupling in the DTT converter was really tight(and they had two even tighter ones), from locked to unlocked was just 200-300 RPM's, not allowing the motor to rev much past the actual vehicle speed when unlocked. With this new triple disc torque converter, the fluid coupling is looser, allowing the engine to rev more when it is not locked up. So the new converter seems to have more torque multiplication. Before the switch from unlocked to locked was like a small gear change, and now it is much more like a full gear change(fitting a gear between each mechanical gear).

Hope this is not boring you, but towing I believe it will act much more like a 6 or 7 speed transmission vs the old one that acted like a 5 or 6 speed(Being a 4 speed in reality). Or it will still act like the old one with (5 or 6 speed) but with better gear spacing). Sequence is 1st, 2nd unlocked, 2nd locked, 3rd unlocked, 3rd locked, OD unlocked, and OD locked. Depending on my DTT smart controller settings it could act like a 5 speed or a 7 speed. Smart controller has 4 different settings that determine at what speed it becomes active, lock up minimum speed, when it shifts to OD, and how much throttle is need to unlock the TC lockup(a protection feature, that may not be needed with the triple disc). I might have to watch transmission temps a little more closely, using it in the unlocked mode!

So in layman's terms.

Original stock truck - was like a rubber band between the throttle and vehicle movement.
DTT Custom transmission - rubber band between throttle and vehicle was almost completely gone.
Newest transmission - some of the rubber band effect/feeling is back, but still less than stock.

Got to tow to really know much more!

Now to find a rice burner at a stop light to dust off!!!!

Chris

 

[Sticks]

Good description. Thank you for the info.

Give the little guy a bit of a chance, let him think he's doing well before you blow his doors off.

 

[JR]

Good description. Thank you for the info.

Give the little guy a bit of a chance, let him think he's doing well before you blow his doors off.

I think lock up in 3rd is plenty of time for a head start, after that its by by fart can

 

[SnoKing]

I had to go back and get the Transfer Case output shaft seal replaced as it was leaking a bit after being apart. No charge!!!

Been busy doing other maintenance on it.

1. Changed Oil
2. Fresh 75W-140 Syn in the rear
3. Fresh 75W-90 Syn in the Front
4. Adjusted the valves this morning. All were pretty much the same. .003-4 loose. Set them at .010 and .020.
5. Just picked up 3 gallons of anitfreeze to do that chore.

Future projects.
1. Fresh brake fluid
2. Buff out diamond plate, rail caps and box.
3. Buff out surface scratches.
4. Wax

Chris

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[JR]

Plan on keep in her awhile?

I can't think of one other 16 year old truck I would be as proud to own

 

[SnoKing]

Plan on keep in her awhile?

I can't think of one other 16 year old truck I would be as proud to own

None of the new ones will return 12.3-12.5 average MPG towing a 5th wheel that weighs 12K+! At 110K on the clock, I think the engine is getting broken in. Mileage kees improving!

Besides, my financial adviser will not let me buy a new truck. Got to win the Lotto first!

Chris