Could someone please explain the purpose of BD's pressure lock. Am I correct in thinking that during lock up and maybe third and fourth gear ligher throttle positions it keeps the line pressure higher to help eliminate slippage. Is DTT doing this strictly in the valve body (raising pressure during lockup even at lighter throttle positions). If this can be done in the valve body, why go through the added expense and complications of adding a exterior device??????
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DTT Mods?
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BD PressurLoc
Showan,go to page 121 of issue 35 of TDR magazine, Christopher Timochko of Auto Wurks Diesel and Steve Troyan of BD- Power give an excellent explanation of what a pressureloc does. Basically, it keeps transmission line pressure up irregardless of throttle postion. I had one installed on my truck with the stock transmission and a Banks Stinger Kit. I did notice a difference when the transmission locked up and the transmission just seemed to work better. I believe that it prolonged the life of the stock transmission. As to the added expense and complication. It cost around $275. 00 and is pretty simple device. For a stock transmission I feel it is an excellent addition to help prolong the life of your transmission.
Showan,go to page 121 of issue 35 of TDR magazine, Christopher Timochko of Auto Wurks Diesel and Steve Troyan of BD- Power give an excellent explanation of what a pressureloc does. Basically, it keeps transmission line pressure up irregardless of throttle postion. I had one installed on my truck with the stock transmission and a Banks Stinger Kit. I did notice a difference when the transmission locked up and the transmission just seemed to work better. I believe that it prolonged the life of the stock transmission. As to the added expense and complication. It cost around $275. 00 and is pretty simple device. For a stock transmission I feel it is an excellent addition to help prolong the life of your transmission.
DTT / MODS
Oo. CHUCKSTER DTT RULES AND THAT ALL I GOT TO SAY ABOUT THAT !!
I THINKS YOUR POST WAS GREAT AND SOME MAY HAVE A PROBLEM WITH IT, BUT TO BAD. . . 
#ad
Oo. CHUCKSTER DTT RULES AND THAT ALL I GOT TO SAY ABOUT THAT !!
I THINKS YOUR POST WAS GREAT AND SOME MAY HAVE A PROBLEM WITH IT, BUT TO BAD. . . #ad
AM I AT THE END OF THIS THREAD ????
Folks , come on, lets not kill the horse here, the fact by popular demand remaines____DTT >>>>>>Period ... ..... AS far as Dodge remaines, where do you go? DTT. Sorry to sound bias here , but I ripped A trans out of a 02 truck (my first new purchase) One week after delivery & took it to Bill,(from seatttle to canada) He MADE Me put a 1000 mi. on this piece of factory crap just to make sure there was't a factory 'recall' mistake. Come to have it-----ALL was junk, EVERYTHING showed excessive wear. Bill shook his head & took care of everything. SAME PRICE... ... . Not only is this shop full of tallent (INCLUDING HIS TECHS ON THE BENCH) but the costomer service I use so often is A++++ DONT EVEN THINK YOU CAN DISS ON DTT & WALK OFF WITHOUT A BEATING
Folks , come on, lets not kill the horse here, the fact by popular demand remaines____DTT >>>>>>Period ... ..... AS far as Dodge remaines, where do you go? DTT. Sorry to sound bias here , but I ripped A trans out of a 02 truck (my first new purchase) One week after delivery & took it to Bill,(from seatttle to canada) He MADE Me put a 1000 mi. on this piece of factory crap just to make sure there was't a factory 'recall' mistake. Come to have it-----ALL was junk, EVERYTHING showed excessive wear. Bill shook his head & took care of everything. SAME PRICE... ... . Not only is this shop full of tallent (INCLUDING HIS TECHS ON THE BENCH) but the costomer service I use so often is A++++ DONT EVEN THINK YOU CAN DISS ON DTT & WALK OFF WITHOUT A BEATING
Most valve bodies now a days dont need the added aid of a pressure loc due to the advancements made in the boost valve circuit, throttle valve circuit and the switch valve circuit.
There are some aftermarket valvebodies that run low line pressures that will benefit from the aid of the pressure lock.
The pressure loc gives you increased line pressure at the low throttle positions, once you get to about 60% of your throttle and above you basically return to whatever your original pressures were without the pressure loc.
In other words if originally had a pressure of 100 psi, you will still have a pressure of 100 psi.
Hm,
Multi disc clutch topic again, interesting .
If when considering a product and you dont know the proper questions to ask you could find yourself in a little bit of trouble.
When you are seeking product information and you dont know the answer then the answer you are given really doesnt mean anything .
Here is an analogy for you, if you owed a standard transmission and you constantly rested your foot on the clutch, would the clutch last a long time? or do you think you would be shortening the life by doing so.
On an automatic the tc clutch is released by hydraulic oil, the moment you start your truck up hydraulic oil (atf) pushes the clutch piston away from the front cover towards the turbine. If you have multiple disc clutches you are actually hydraulically applying the lock up clutch as the lock up clutch fibres are being squeezed by the atf.
2 of the 3 clutch fibres are on all the time the moment you start your truck up till you shut it off. They are constantly being dragged, this will result in premature failure. By the time the average person even figures out what is going on, they will not only have contaminated their transmission but they would be looking at contamination of the heat exchanger and the transmission cooler. It could turn out to be a expensive repair bill.
You wont get much warning till the truck just up and quits.
We have been down many roads and discarded many ideas along the way, the best advice i can give you guys out there is to keep your rpms high , pressures up, and use lock up devices with care .
There are some aftermarket valvebodies that run low line pressures that will benefit from the aid of the pressure lock.
The pressure loc gives you increased line pressure at the low throttle positions, once you get to about 60% of your throttle and above you basically return to whatever your original pressures were without the pressure loc.
In other words if originally had a pressure of 100 psi, you will still have a pressure of 100 psi.
Hm,
Multi disc clutch topic again, interesting .
If when considering a product and you dont know the proper questions to ask you could find yourself in a little bit of trouble.
When you are seeking product information and you dont know the answer then the answer you are given really doesnt mean anything .
Here is an analogy for you, if you owed a standard transmission and you constantly rested your foot on the clutch, would the clutch last a long time? or do you think you would be shortening the life by doing so.
On an automatic the tc clutch is released by hydraulic oil, the moment you start your truck up hydraulic oil (atf) pushes the clutch piston away from the front cover towards the turbine. If you have multiple disc clutches you are actually hydraulically applying the lock up clutch as the lock up clutch fibres are being squeezed by the atf.
2 of the 3 clutch fibres are on all the time the moment you start your truck up till you shut it off. They are constantly being dragged, this will result in premature failure. By the time the average person even figures out what is going on, they will not only have contaminated their transmission but they would be looking at contamination of the heat exchanger and the transmission cooler. It could turn out to be a expensive repair bill.
You wont get much warning till the truck just up and quits.
We have been down many roads and discarded many ideas along the way, the best advice i can give you guys out there is to keep your rpms high , pressures up, and use lock up devices with care .
Interesting direction this thread took. Originally it was a question about how many DTT setups were out there in TDR land. It didn't ask why brand a over brand b, but inputs come from all places to take it off topic.
I would certainly say the loyal following is there for a reason. They may seem a little obsessive at times, but generally the question is almost always the same that they ask.
Give me the best product with the best customer service, and I'll keep coming back. This isn't a new concept, but a proven fact from different success stories of different types of companies, not specifically related to the automotive industry.
It doesn't take long to see why there are so many very satisfied customers out there with DTT's product.
I would certainly say the loyal following is there for a reason. They may seem a little obsessive at times, but generally the question is almost always the same that they ask.
Give me the best product with the best customer service, and I'll keep coming back. This isn't a new concept, but a proven fact from different success stories of different types of companies, not specifically related to the automotive industry.
It doesn't take long to see why there are so many very satisfied customers out there with DTT's product.
Bill You Quote:
""""On an automatic the tc clutch is released by hydraulic oil, the moment you start your truck up hydraulic oil (atf) pushes the clutch piston away from the front cover towards the turbine. If you have multiple disc clutches you are actually hydraulically applying the lock up clutch as the lock up clutch fibres are being squeezed by the atf.
2 of the 3 clutch fibres are on all the time the moment you start your truck up till you shut it off. They are constantly being dragged, this will result in premature failure. By the time the average person even figures out what is going on, they will not only have contaminated their transmission but they would be looking at contamination of the heat exchanger and the transmission cooler. It could turn out to be a expensive repair bill. """""
This information would be better shared with some of the engineers in Detroit, especially the ones that have degrees in transmission and converter engineering. From small cars to over the road trucks you see the same type of designs being used with out failure, It just happens to be expensive to produce. Just because we wanted to produce a product that will handle the power and it is expensive to produce this does not give you the right to attack our product. You spend a lot of your time explaining why your competitors products will not work, but they continue to do the job, I will ask you for the last time to stop slandering other companies products, this goes for all the transmission and converter products on the market. There is a market for cheaply produced products and a market for cost effective products in out industry, lets let the consumers decide, not one man.
You also Said:
You guys think we made enemies in the Dodge industry, wait till you see what happens in the Ford one.
Were glad you finally decided to enter into the Ford world, you have been talking about it for a wile, We also have had our Ford Triple-Lok 13-1/2 inch converter out for a wile along with our Duramax LCT 1000 Allison, want to come pick on them a little.
Clint Cannon
www.Dieseltorqueconverters.com
Last edited:
Bob Wagner
TDR MEMBER
My bucks are on DTT for the Ford market to. Bill selling stock yet?
If <b>Anyone</b>Can improve the Ford transmission<b>Bill Kondolay</b> will
I am compelled to point out that attacks on competing products or companies are outside the posting guidelines.
Please word your posts accordingly.
Thank you for your cooperation
Mark
Please word your posts accordingly.
Thank you for your cooperation
Mark
The lock up clutch system is a simple simple device, its either on or its off. If you think how i described the lock up clutch system works is incorrect then you should point it out to the membership.
There is no need to get into a ******* contest , we can easily keep this technical and informative for everyone.
Torque converter clutch release oil is fed through the input shaft via switch valve. Now this valve simply supplies release oil or apply oil to the tc clutch. This information you guys can verify in your Chrysler manuals. The oil is fed through the input shaft to release the lockup clutch the monent you start your vehicle. This oil pressure is always there pushing against the clutch piston until the lockup up valve cycles and turns the switch valve. Then the oil is released from in front of the piston which then becomes cooler flow oil.
The oem system is designed to only release a single clutch .
When you have a multiple disc clutch the release oil also becomes partial apply oil. When you have 3 fibre discs you must have 3 steel surfaces for them to work against.
The other 2 dics must have their own apply plate so the center disc is actually being squeezed between the two pressure plates causing those two fibres to wear out. As these fibres are wearing out they are creating contamination.
Since the oil leaving the converter has now become cooler flow and goes through the switch valve and not the transmission filter the contamination first enters the heat exchanger then the transmission cooler then your return lube through the intermediate shaft . The contamination will now enter the transmission pan from intermediate shaft.
I know the repair bills for this type of damage is expensive because its nearly impossible to clean out the heat exchanger and the trans cooler.
Now if someone dis-agrees with how i described the lock up system works please feel free to comment , for those of you who want to follow along and dont know who to believe or i lost you, get out your Chrysler manual , most of the information i am discussing is in there in a lot more detail. Look up the switch valve, the lockup valve and the cooler flow , and the tc clutch.
Having a Chrysler manual may be the best $95 you spend on your Dodge Ram.
After 1999 it is one of the best written books you will ever find on your Dodge automatic. Not only does it talk about how to change the parts it tells you what each individual part does and principles of operation.
If you guys have any questions please feel free to ask.
There is no need to get into a ******* contest , we can easily keep this technical and informative for everyone.
Torque converter clutch release oil is fed through the input shaft via switch valve. Now this valve simply supplies release oil or apply oil to the tc clutch. This information you guys can verify in your Chrysler manuals. The oil is fed through the input shaft to release the lockup clutch the monent you start your vehicle. This oil pressure is always there pushing against the clutch piston until the lockup up valve cycles and turns the switch valve. Then the oil is released from in front of the piston which then becomes cooler flow oil.
The oem system is designed to only release a single clutch .
When you have a multiple disc clutch the release oil also becomes partial apply oil. When you have 3 fibre discs you must have 3 steel surfaces for them to work against.
The other 2 dics must have their own apply plate so the center disc is actually being squeezed between the two pressure plates causing those two fibres to wear out. As these fibres are wearing out they are creating contamination.
Since the oil leaving the converter has now become cooler flow and goes through the switch valve and not the transmission filter the contamination first enters the heat exchanger then the transmission cooler then your return lube through the intermediate shaft . The contamination will now enter the transmission pan from intermediate shaft.
I know the repair bills for this type of damage is expensive because its nearly impossible to clean out the heat exchanger and the trans cooler.
Now if someone dis-agrees with how i described the lock up system works please feel free to comment , for those of you who want to follow along and dont know who to believe or i lost you, get out your Chrysler manual , most of the information i am discussing is in there in a lot more detail. Look up the switch valve, the lockup valve and the cooler flow , and the tc clutch.
Having a Chrysler manual may be the best $95 you spend on your Dodge Ram.
After 1999 it is one of the best written books you will ever find on your Dodge automatic. Not only does it talk about how to change the parts it tells you what each individual part does and principles of operation.
If you guys have any questions please feel free to ask.
Bill,
Keep up the good reports and information, maybe by the time all this confusion is over we will all know automatic transmisions, in and out.
That's the kind of posts that made the TDR come to life in the first place.
I have a great interest for information it's just too bad I'am a hands on kind of guy so I will have get out the manual to see what your describeing.
Descriptive information is the only way most of us can understand how things work.
Thanks Bill,
Ron
Keep up the good reports and information, maybe by the time all this confusion is over we will all know automatic transmisions, in and out.
That's the kind of posts that made the TDR come to life in the first place.
I have a great interest for information it's just too bad I'am a hands on kind of guy so I will have get out the manual to see what your describeing.
Descriptive information is the only way most of us can understand how things work.
Thanks Bill,
Ron
I really don't mean to stir things up again But... . I have been waiting on the sidelines for the triple disc TC people to defend and explain their products and it looks like the defense is not going to come. It's OK to say don't badmouth our products let the public decide. But if one manufacturer explains in technical terms why he feels the other has a flawed design and there is no rebuttal to technically explain why the first is wrong, what are we supposed to think. I for one will not view such a exchange as a "******* contest" as long as the experts explain to us "technically" how their products work.
Give us the details not the sales pitch!
Give us the details not the sales pitch!
I'm Confused
I don’t blame any transmission shop for not wanting to try to explain their product on this forum. It may be the best thing since sliced bread, but they will never be given a fair shot at trying in technical terms or otherwise to tell TDR members about their product. The last designer of a new torque converter took a beating trying to tell us about his. I guess if you want to sell something you need to take the heat. At times the comments get almost childish. We are now well aware that DTT RULES and everybody else’s products are junk. I am so sorry for putting a BD transmission in my truck. It has works perfectly and performs as advertised. I have not needed any customer service because it has worked so well. But it is not a DTT and now I’m starting to feel guilty. I’m sure most members have never driven more than one aftermarket transmission equipped truck. Any aftermarket transmission is a dramatic improvement over stock. To say one is better than another is extremely subjective. BD RULES, I mean DTT RULES, sorry I got confused. Jeff
I don’t blame any transmission shop for not wanting to try to explain their product on this forum. It may be the best thing since sliced bread, but they will never be given a fair shot at trying in technical terms or otherwise to tell TDR members about their product. The last designer of a new torque converter took a beating trying to tell us about his. I guess if you want to sell something you need to take the heat. At times the comments get almost childish. We are now well aware that DTT RULES and everybody else’s products are junk. I am so sorry for putting a BD transmission in my truck. It has works perfectly and performs as advertised. I have not needed any customer service because it has worked so well. But it is not a DTT and now I’m starting to feel guilty. I’m sure most members have never driven more than one aftermarket transmission equipped truck. Any aftermarket transmission is a dramatic improvement over stock. To say one is better than another is extremely subjective. BD RULES, I mean DTT RULES, sorry I got confused. Jeff
Guys,
I previously posted that I do not read TDR to be patronized. If a product has problems, I hope you guys will post it. If a vender has good or bad service, please post it. I for one am very comfortable with the controversy of good product, bad product or new products etc.
All is not well simply because it is not discussed. You may question the comparison, but perhaps this Enron issue would not exist if people were not so sensitive and more open to discussion.
I strongly agree with D. Showan on venders defending and/or promoting their products on the TDR. There is no question that many if not most of us need to be educated on a given subject.
It is great that Jeff is happy with his trans. The other BD transmission happy guys need to express their satisfaction.
If Bill Kondolay has made post that are untrue, where are the challenges? There are many reasons other transmission shops do not try to explain their product on this forum, but I do not think it is because they would not be given a fair shot.
Good, bad or indifferent, selling a product requires marketing. Many venders could not handle the scrutiny of direct discussion with a group of people. It is more profitable to hide behind a box label; one size fits all, less chance of exposure to bad service.
Do not fall into the “I don’t want to hurt someone’s feelings” trap, we will all pay the price.
Wayne
I previously posted that I do not read TDR to be patronized. If a product has problems, I hope you guys will post it. If a vender has good or bad service, please post it. I for one am very comfortable with the controversy of good product, bad product or new products etc.
All is not well simply because it is not discussed. You may question the comparison, but perhaps this Enron issue would not exist if people were not so sensitive and more open to discussion.
I strongly agree with D. Showan on venders defending and/or promoting their products on the TDR. There is no question that many if not most of us need to be educated on a given subject.
It is great that Jeff is happy with his trans. The other BD transmission happy guys need to express their satisfaction.
If Bill Kondolay has made post that are untrue, where are the challenges? There are many reasons other transmission shops do not try to explain their product on this forum, but I do not think it is because they would not be given a fair shot.
Good, bad or indifferent, selling a product requires marketing. Many venders could not handle the scrutiny of direct discussion with a group of people. It is more profitable to hide behind a box label; one size fits all, less chance of exposure to bad service.
Do not fall into the “I don’t want to hurt someone’s feelings” trap, we will all pay the price.
Wayne
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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
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