Dtt Tc?

[Chipstien]

Going to have my trans done before I get my injectors so I don't kill the poor thing. Of course I'll be going by route of DTT. Was wondering though why everyone has been going with the 91% TC. If I am not mistaking DTT offers a 93% TC for the same price. I am not really up on the specifics of the trans mods but it seems to me that the more efficient the TC the better off you are. If you all would be so kind as to enlighten me with the knowledge in this subject as to better choose the right TC for me. Remember, knowledge is the fuel in which we burn, that is unless your an idiot like me. Thanks ahead of time.

 

[work2muchplay2little]

Best to talk to Bill himself for your particular application. I got the 91% because I wanted the engine to be able to rev a little more at launch, and I drive in city traffic a lot - was told the 93% tugs like crazy when your sitting at a light

 

[Sky]

Well if your doing alot of heavy towing and not going to bomb alot go with 89 or 91. If your going to tow a bit and bomb a bit then maby 91. If you are going to bomb alot and dont tow at all that much then get 93. 93 is alot more aggresive from what I understand. I got 91 and its great!

 

[Bob Wagner]

Chip

If you make it to SIR Saturday Bill and Stefan Kondolay will be there from www.dieseltrans.com



Come on out and drive my 91% set up and then drive Bills truck But you better hold on





DTT Rules

 

[MikeR]

The 93 kinda fights you at stoplights. It wants to move while you're holding the brake pedal down.

 

[Ramafid]

I have the 89% and love it. I have 3. 54 gears so I wanted some extra rpm to work with. It will push pretty good when stopped at lights. Good luck.

 

[Strick-9]

My truck sees a little bit of everything. I pull trailers on a daily basis, but like to hotrod around on weekends. I have to make a few sacrifices to be able to pull double duty.



I have the 91% and it is a little sluggish off the line with 25,000 lbs behind it. Pulling away from a stop sign uphill I wish I had a little more RPM to help get the turbo spooled up.



On the other hand, running around empty at anything over 2000 RPM, more is better. That is, right up to the point of harsh shifts. The efficiency of the convertor dictates how harsh your shifts are.



It's important that you understand what you want your truck to do and all the associated side effects before you buy. That's why you got the recommendation to talk to Bill. He is very straight forward and will tell you what to expect before you buy.



I hope that helps a little.

-Chris

 

[Chipstien]

So than the more efficient, the lower the stall speed? Why don't they just offer the 93% with different stall speeds? In the hotrod world they offer higher stall converters for drag racing etc. Is it not possible, or is it just that nobody has got around to building one yet? Those that are running the 93%TC, how is it around town. Does it tug as much as some say? Thanks

 

[Stefan Kondolay]

I run the 93, and it doesn't seem bad to me maybe I'm just use to it. I don't think that your truck has the power to use a 93 to its potential.



Remember that the 93 will put more load on the truck which isn't bad when you have boost, but when there's no boost it's a different story.



The most noticeable thing about the 93 is when the boost kicks in I have a real problem keeping traction. I would recomment the 91 or 89 to almost anybody.



But you should ultimately ask Bill for a better answer to your questions.

 

[Midnite]

Originally posted by Chipstien

Why don't they just offer the 93% with different stall speeds?

I think this is basically because 100% = full lockup (you would kill the engine as you braked for a stoplight, or it would pull you through the intersection if your brakes weren't up to snuff). You would probably see more people with the 93% talking about the truck wanting to pull them through an intersection while the driver stands on the brakes, than you would the 89%. Both would give you that impression over the stock torque converter, I'm guessing.

In the hotrod world they offer higher stall converters for drag racing etc. Is it not possible, or is it just that nobody has got around to building one yet?

"Hotrod" drag racers make their torque at higher rpms. Diesels make their torque at low rpms. That's why torque converters for drag racers are "high" stall speed, and torque converters for diesels are "low" stall speed.



Mike

 

[Mopar-muscle]

i've had both the 91 and the 93 in my truck , the 93 gets it down the track faster , but it has more lag on the bottom end . you need to have a high HP truck to really have a need for the 93 . most of the time i'm not really running enough HP to justify having the 93 , dd3's with nothing else . though bill will find this amussing , fuel mileage is my ultimate goal , its just so much fun with all that torque .



as far as the tugging if you will , you have to stand on the brake a bit harder with the 93 vs. the 91 , vs the 89 , if i'm at a long light i just pop it into neutral .



if i was to do it again , smaller injectors , an EZ and the 89 TC would be the best all around combo . remember , once the TC is locked everything is equal , 100% . its unlocked performance where the DTT shines , and i have driven the suncoast , pro torque Xtreme and the BD X stator ... .



as far as stall speed goes , those that claim 1600 rpm are wishing they were stalling that low as they know the customer doesn't know how to really test for stall , if they did we would hear about alot more broken trans output shafts , the cummins does not act like a gasser at stall , it doesn't bog down with all the torque it makes , it breaks parts ... .

 

[Chipstien]

Seems that I have been told that when towing heavy loads, to unlock the TC for it is the weak link. Of course you would need a TC smart control (I think that what it is called). If this is done than you would like to have the most efficient TC. Maybe I am way out of the ballpark here but someone I'm sure will correct me

 

[JohnMcIntyre]

DTT TC feedback

91% works for me and I'm halfway around the world on a different continent. If that ain't confidence in a product, I don't know what is. Talk to Bill, make the pilgramage to BC, you know it makes sense

 

[Mopar-muscle]

just noticed chip , you're right around the corner almost from bill's shop , ok a few hours anyway .



actually you don't want to unlock the TC , but towing over GCVWR will take its toll on the TC clutch , more pressure holding it helps , but when you have a more efficent TC towing unlocked puts more power into the trans and also creates less heat in the trans as you at=re closer to the 1 to 1 ratio in fluid coupling . increased line pressure also helps hold the clutches inside the trans tighter with more power and load going thru them , in chryslers lame attempt at cheaping out on a trans that would handle the cummins they lowered line pressure to keep the yuppies from whinning and put a loose sloppy TC in it to keep the trans itself alive because of the lo line pressure .



this keeps things together just long enough for your warranty to expire , then you pay them to keep fixing the mess you bought ... great marketing if you ask me