DTT Mods?

[Boldt's Wagon]

The PressureLoc was the only thing I kept after one year with the BD valve body, torque converter, and PressureLoc. Since it was already there, Bill said it would still help the low throttle cruise and then hitting the throttle. We talked of puting in a manual switch on the power supply to the PressureLoc vacuum valve. Might still remove it in the future. Twice it has appeared to cause cycling of the torque converter clutch while towing.

 

[midnight1black]

DTT MODS

:--) Boy Chuck , this post really turned out to be a wild one or my I say a:-{} it only started out to find out who has DTT Mods

and it has gone all over , and right to the point All I can say is I'm very happy with my mods, Bills been great working with me. And Thanks to Jason at Bakers Diesel in Ogden Utah , for doing adding mods to my truck.

 

[Bob Wagner]

Originally posted by dramer



This again is a mistake! The (Triple Disk) torque converter doesn’t need a line pressure increase to hold the clutches. Again I will (STATE FACTORY LINE PRESSURE) on a stock application.

<b>Stock????</b> Who's care's about stock?????



<b>ShowUS the combo that fits OUR needs</B>





Show <b>US</b>how ATS is <b>BETTER</b> Than DTT at high

HP applications

 

[KGoode]

Sorry, if I started a pissin match in this site I guess I was just braggin about my trans. I probably should of started my own post under ATS transmission mods. In the future I will try not to post under DTT posts because it causes to much frustrations with the members.

 

[fest3er]

Re: Posting....

Originally posted by Stack'd-n-Jack'd

... The TDR can bring great success to any vendor that receives a warm welcome. It also can bring disaster just because of a poorly written post. This doesn't mean their lying or misguiding anyone, they just can't write eloquently. The recent members have a tendency to analyze threads to the point that in anyone's words can be found in error. ...

If I might, gentle readers, expand a little on this point?



Try as we might, we can never adequately express in one attempt, with words, the images and concepts we have in our minds.



We all need to remember this when responding to posts. A large part of discussion involves taking the time to learn what the other party is really trying to say. Another large part of discussion is listening to others and learning how they are 'interpreting' what we say. The last part involves remaining civil, for without civility, there can be only chaos.



We're all human and are prone to err. Let's give each other the benefit of doubt. Let's "tale the high road".



Fest3er

 

[Bob Wagner]

Originally posted by dramer

Bob first off I didnt say anything about DTT

What the Hell is this thread labeled?

 

[LSMITH]

I would like to #1: KGoode keep posting about your trans, without you and others with the ATS setup we will never know what it is like till we spend the cash. I would think you can post to those who will listen while ignoring those that do not, a process Bill K advocated earlier in this thread. Bill is tremendously respected and rightfully so as far as I am aware, and you will not hurt his feelings IMO by posting you experience with the ATS transmission, if you do OH WELL.



#2: Bob Wagner, I personally would like to hear what dramer and anyone else with a transmission product wants to say regardless of what you feel. Please keep the response on target to the direction the thread has taken even if the title is not applicable to where the thread is going. If the direction is a problem the thread originator (owner IMO) can ask that it change or be closed. I know you have an absolute support for DTT and that Bill and crew have earned that from you, I support you in that 100%. What I am asking is that you not prevent the rest of us from not learning anything anyone else may be able to teach us.



Fest3er: Good point and taken to heart.

 

[KGoode]

RIGHT ON!!!!!!! to fest3er and LSMITH need more people like you guy's



Kevin

 

[Bill Kondolay]

Its hard to keep a thead technical when its get emotional. I dont want to see this thread censored because of emotions when there is good technical information we can all learn from if we stay on track.



This is not about who likes who and who doesnt like who, this is about a technical response that has not been addressed. I dont want to lose sight of the initial post i put up about the lock up system works.



Drammer skipped right over that in his response and his analogy was on stock trucks. I very rarely work on stock trucks.



I know both ats and I appreciate the support and input you guys have but i also know it is difficult to maintain a technical post with all the emotions involved.



The apply release system has not been altered in a tripple disc system. Without altering that system you will have premature lock up clutch failure because of the release oil pushing against the clutch disc. Now how does a guy like me know that the system has not been changed without even seeing it or trying it.

It is actually quite simple they have already posted that you can run their system with a stock vb and stock pressures.



The reason we walked away from this system is because of how the tc clutch is released in the oem system.



Most tdr member already know that all dodge rams had lockup from 1994 and on. I think by now most of you guys already know that the transmissison runs cooler in lock up, that is a given so there is nothing new to be learned there.



As for shifting locked to locked, anyone who follows this advice would have to be a complete and total fool or rich because of breakage. I dont know too many standard guys that shift the dodge cummins diesel without the clutch being dis-engaged. Now i am not saying that i dont have crazy customers because obviously i do, some of these guys comming to me have extremely high hp or tow extremely heavy, and for those guys we have special application products , (custom built input shafts and front hubs, custom built pistons ect) you see shifting locked to locked is going to break a lot of parts inside the automatic transmission same as it would in the standard transmission and i advise against it as where you break is where you park. It is not a question of if it is going to happen it is a question of when. Obviously not all my customers listen to my advice and do shift to locked but they know the concequences and that is why we built the parts.



There a lot of guys that didnt believe me about the milled stators and you guys dont have to believe me about this, just be careful that the advice you are following is not damaging to your transmission. Do your home work carefully and if you dont understand something ask questions till you do.

 

[GLASMITHS]

Let the rest of us learn

LSMITH SAID IT RIGHT - All of us can't be transmission specialists.

If that be so, who would buy the stuff One question:



Bill. I have a stock truck. Unless you consider an EZ and 4'cat back bombed At what point does the DTT torque converter lock up? Is it speed, rpm or what?

 

[Power Wagon]

I appreciate the fact that you guys are trying to keep this thread in gear and viable.



While I don't have an auto with a lockup, the issue of is great interest to me.



Now, at risk of hashing an issue to death, I am curious about this release - engage oil pressure issue.



I can see where Bill K's commentary could apply, and that release pressure could theoretically build up behind one of the clutches, even if just a small amount - even just oil flow pushing on it - provide some force that causes the clutches to drag against each other. But, this could be, I believe, overcome with design.



DRAMER, could you address this? If it's not an issue, a good clear explanation would unmuddy a heck of a lotta water. And I'm not looking for a "it's not happening, we've tested a long time" type of response. Bill's argument makes some sense. I'm sure you have engineers on staff who've dealt with it in some form already... So, has it been brought to a minimal point where it's no longer an issue? If so, how? (no need to give away trade secrets, just a reasonable explanation) I'm just curious, as would be any prospective buyers who's read this thread.

 

[Power Wagon]

I got a note that said this question will be answered shortly.



My thanks to DRAMER for going out of his way to do so.

 

[Bill Kondolay]

GLASMITH





Our tc design is more load sensitive , under light to moderate loads it pretty much goes in when the factory pcm commands it. Under heavier throttle it was designed not to engage lockup until you roll your foot off the throttle a tad. Similar design as you would shift a standard transmission.



Most people dont realize how much heat is generated when the lock up clutch first engages under hard throttle. A typical dodge ram using a factory tc will generate approx 900 degrees of heat at the moment when the lockup clutch engages.



Some of the higher hp Dodge rams will generate up to 1500 degrees worth of heat and that is why we designed it that way.



Our tc was designed to minimize the heat generated when the tc goes into lockup. The smaller the rpm difference from fluid coupling to lockup the less the heat generated.



Of course we do have the customers that want the lock up under full throttle for drag racing purposes and we designed a special tc for them.



However 90 % of our customers are interested in reliabiltiy and durability and tow heavy and daily drivers.



So we do cater for the guys that should be driving a freightliner but love their dodge, and those that need a race car but love their dodge.

 

[GLASMITHS]

Dtt lockup

Bill K:



Thank you for the above answer. I had read and re-read the threads and came to the conclusion that it was not for me. I want to keep the factory set-up or what ever. So this clears the air mucho--



Thanks again





George

 

[Ben Rumson]

See you soon, Bill !

I have my new injectors and delivery valves in hand.



I installed a new 4" exhaust under the frame just 2 days ago.



My gauges (3) will be here by next Friday.



I've been waiting to order my DTT Transmission until I had all of these other accessories lined-up.



I'm calling Bill next week to discuss the "Fine Tuning" he has gladly offered to do to my new transmisison before I have my mechanic order it. That way I get what I want, not what my mechanic thinks I might want. It's not going to be a one-size-fits-all transmission in a pre-packaged factory box. Bill will customize MY transmission so that it meets MY needs, MY driving habbits, and MY expectations and he'll do it by taking into consideration MY Signature and MY approximate Horse Power level. I'M in the driver's seat - totally ! Not the other way around.



THANKS Bill ! Be expecting my phone call.



- Bruce Adams

Smithfield, Utah