Attention: TDR Forum Junkies 
Aug 6 and 7 I was in Bill's shop to replace my 15 month old with 18,000 miles BD torque converter and valve body. The BD setup had the problem with 18,000 lb. GCVW trailer pulling in the mountains with the 3. 54 gears. I would start up a hill (6% or over) at 2350-2400 rpm, 58-60 mph, the TC would unlock, the rpm jump to 2600 rpm and things would fall apart. At 2600 rpm the 12-valve governor is starting to defuel with less hp and the result I would start slowing to 45-50 mph with the rpms remaining at 2600 rpm. I would pull hills by controlling the boost to 25 psi or less to prevent the TC from unlocking. The milled stator has less torque multiplication at 2400 rpm than the stock Chrysler TC. The new BD X stator looks to be similar to Bill's steel stator. I did not want to be the beta tester on the new BD clutch design. I also wanted the higher pressures available in Bill's VB vs. the BD pressures.
When I went into the shop I discussed my concerns with my existing setup with Bill. In addition to the unlock and defueling at 2600 rpm with low torque multiplication, I described some problems I had while camping at higher elevations. Once, I dropped the trailer wheels in soft dirt and could not get the engine boost up enough to generate power and remained stuck. A boost by an available backhoe and towing strap got me out of the hole. I had previously adjusted the star wheel from the full forward position set up by BD. The BD setup was OK at sea level but elevations above 3000 ft smoked like a freight train. I adjusted the star wheel by trial and error for acceptable smoke but then had trouble with the low TC torque multiplication off the line. After Bill understood how and where I used my rig, towing at high elevations, he recommended the 89 converter instead of the 91 for faster turbo spool up. Bill recommended a governor spring kit to fix the defueling of the 12 valve over 2400 rpm. Bill arranged for Piers to come to the shop to install a 3,000 rpm spring kit.
Vinny and Stephan installed gauges and drove the rig. They observed that the pressures were somewhat over stock levels, the full power 1-2-3 shifts were too close together, and the accelerator pull-away from your foot when the BD Pressure-Loc activated. They were able to slip the TC clutch during their test drive. Bill stated that the BD valve body primary advantage was higher fluid flow to the cooler with a modest increase in pressures to the clutches.
The transmission then came out and Bill shucked it apart before my eyes. The clutches were in good shape and he showed me the infamous lip seal that did not stick up above the machined groove. Bill now insists on a lip seal replacement with his TC. Bill replaced the 2nd gear band, a band lever, some clutches, a bearing and other assorted parts. The overdrive unit was also disassembled for inspection. The VB was disassembled and assorted valves and springs replaced with Bill's versions. The VB was tested on the machine. The transmission was installed in the pickup while the VB rebuild was going on. The VB was installed and the transmission refilled with fluid and road tested. The OD would not shift until 2700 rpm when it had checked out OK on the test machine. Out came the VB for some tinkering with the valves and springs with another test on the machine. Back on the transmission for another test, same result and they quit for the day. The next day I came in and they had removed the VB again and found an intermittent fault in the electrical harness on the testing machine. The VB was installed again and road tested fine. Piers came in and installed the governor spring kit. Piers and Bill took a test drive and declared the work finished.
I then loaded up the BD torque converter and took it back to BD for an exchange. Bill explained that BD mills the TC housing for a bearing that the stock TC and Bill’s TC don’t use. Thus Bill couldn’t use the core and there would be an additional $100 core charge. I took the old TC back to BD with my papers from 15 months before. At BD I explained that the TC clutch had started to slip and wanted an exchange. Not a new BD converter as it was within the BD 24-month warranty, but I wanted a stock core they had removed from another vehicle. They approved the weird warranty exchange. While at BD I also explained the problem with the Pressure-Loc pulling the accelerator pedal away from your foot when the TC went into lockup. A technician adjusted the spring on the Pressure-Loc and the pedal feel was OK during a test drive.
I purchased for later installation the fluid line from the transmission to the cooler with the brazed tee for temperature sender. Bill recommends synthetic fluid for a fluid and filter change at 1,000 miles. Bill told me to take the rig back to the campground and bring the fifth wheel back the next morning for a road test. I knew I would get a good low speed pulling test with the 11,000 lb. trailer the next morning. The exit to the campground has a 10-12 percent grade driveway pulling out onto the access road. No problem the next morning starting out from a stop on the grade. Back at the shop Bill test drove the rig with the trailer and declared it OK with two exceptions. At one point the Pressure-Loc started cycling the TC lockup in and out of lockup when the transmission first went into lockup. Bill adjusted the length of the Pressure-Loc shaft. The other exception was that the driveline shudder was much more evident with the higher torque available. Bill recommended I fabricate a 3/8 inch spacer plate to lower the driveline hanger bearing.
I paid the damages and headed for home. Just out of Sumas, the TC/Pressure-Loc went into the lock/unlock cycle again. I pulled over and unhooked the power to the vacuum valve. The next day I called Bill about the Pressure-Loc. Bill stated that the Pressure-Loc works on some of his setups and doesn’t work on others. Bill suggested I lengthen the Pressure-Loc shaft 3 turns and if it didn’t work install a switch in the electrical line to turn the Pressure-Loc on during towing only after lockup has occurred. The pressure-Loc appears to work OK when not towing. I have the old style Pressure-Loc with a spring return. This design has been replaced with a design that also uses vacuum to return the cylinder. BD did not offer to exchange the 15 month old Pressure-Loc for the new design. I may give up trying to get it to work and remove it.
I fabricated the hanger bearing spacer and it appears to have fixed the driveline shudder. We reloaded the trailer and left for the Washington coast for our annual week of wave watching. Back from the coast with 1200 miles of towing and less than 100 miles of non-towing and ready to change fluid and filter.
Bill said that you have to relearn how to drive with his transmission setup. With the milled stator I was used to accelerating at 2000 rpm, 15 psi boost, and no rpm drop. I got into his setup and left the shop the first time at my normal seat of the pants 2000 rpm. Wow, the Kondalay ladies told me the next day they heard me peel out when I left. The 2000 rpm acceleration produced 25 psi boost, comments by the ladies, tire chirp during shift, and a comment by my wife that I wasn’t a teenager any more. Getting calibrated, I found that the normal acceleration to match traffic from the lights is now 1500 rpm with 5-7 psi boost vs. the old 2000 rpm and 15 psi. The transmission shifts firmer than previous due to the higher pressures. I find the firm shifts very acceptable.
The other difference is how the TC goes into lockup. The stock and milled stator TCs would go into lockup depending on the accelerator (TPS) position with a 500 rpm drop. The DTT TC goes into lockup when you let up on the accelerator a bit (100-150 rpm). In effect the TC locks up with no slip, this should extend the TC clutch life. Another thing is how to tell when the TC clutch is locked up. It is not an obvious kick in the seat of the pants as before, the TC efficiency is so high in fluid drive that the difference when going into lockup is only 100-150 rpm. You have to learn and study the tach and speedometer to determine when you are in lockup. I have started to tap the brake pedal to unlock the clutch when I am at low rpm and want to accelerate without the TC clutch being locked up.
Additional observations during the 1200 miles towing to date. The drive through the Seattle area on the freeways was much more pleasurable with the governor spring kit. The rig has good power up to 2800 rpm/70 mph in 3rd to match freeway traffic and responsive. Previously the responsive speed was limited to 2400rpm/60 mph. OD at 60 to 67 mph was lugging at 1650 to 1800 rpm and felt like abusing the equipment to accelerate. Also the traffic would cause you to frequently slow to 55 mph and result in much button pushing in and out of OD. Now it is just leave it in 3rd and go with the traffic flow.
On the way home from Abbotsford I took highway 2 over Stevens pass to check the hill towing response. The west side of Stevens Pass is 6. 5 miles of 6 percent grade. I hit the grade at 60 mph/2400 rpm with cruise control on. Ultimately the TC clutch unlocked, the rpm went to 2525 and kept on pulling at 60. This is compared to the jump to 2600 rpm before and slowing to 50 mph. I pulled a couple of miles out of lockup until the temps went to 170 in the transmission pan and 210 on the engine. I then slowed to 55 mph/2200 rpm with the TC clutch locked up and finished the grade with 28 psi boost, and 170 transmission, 850 after turbo exhaust, and 210 water temperatures.
I now have the torque multiplication I want at low speeds and pass pulling speeds and have the rpm range I need to respond to driving and matching traffic on the freeways in the city without being an unnecessary hazard. Thanks to Bill and Piers for a job well done.
When I went into the shop I discussed my concerns with my existing setup with Bill. In addition to the unlock and defueling at 2600 rpm with low torque multiplication, I described some problems I had while camping at higher elevations. Once, I dropped the trailer wheels in soft dirt and could not get the engine boost up enough to generate power and remained stuck. A boost by an available backhoe and towing strap got me out of the hole. I had previously adjusted the star wheel from the full forward position set up by BD. The BD setup was OK at sea level but elevations above 3000 ft smoked like a freight train. I adjusted the star wheel by trial and error for acceptable smoke but then had trouble with the low TC torque multiplication off the line. After Bill understood how and where I used my rig, towing at high elevations, he recommended the 89 converter instead of the 91 for faster turbo spool up. Bill recommended a governor spring kit to fix the defueling of the 12 valve over 2400 rpm. Bill arranged for Piers to come to the shop to install a 3,000 rpm spring kit.
Vinny and Stephan installed gauges and drove the rig. They observed that the pressures were somewhat over stock levels, the full power 1-2-3 shifts were too close together, and the accelerator pull-away from your foot when the BD Pressure-Loc activated. They were able to slip the TC clutch during their test drive. Bill stated that the BD valve body primary advantage was higher fluid flow to the cooler with a modest increase in pressures to the clutches.
The transmission then came out and Bill shucked it apart before my eyes. The clutches were in good shape and he showed me the infamous lip seal that did not stick up above the machined groove. Bill now insists on a lip seal replacement with his TC. Bill replaced the 2nd gear band, a band lever, some clutches, a bearing and other assorted parts. The overdrive unit was also disassembled for inspection. The VB was disassembled and assorted valves and springs replaced with Bill's versions. The VB was tested on the machine. The transmission was installed in the pickup while the VB rebuild was going on. The VB was installed and the transmission refilled with fluid and road tested. The OD would not shift until 2700 rpm when it had checked out OK on the test machine. Out came the VB for some tinkering with the valves and springs with another test on the machine. Back on the transmission for another test, same result and they quit for the day. The next day I came in and they had removed the VB again and found an intermittent fault in the electrical harness on the testing machine. The VB was installed again and road tested fine. Piers came in and installed the governor spring kit. Piers and Bill took a test drive and declared the work finished.
I then loaded up the BD torque converter and took it back to BD for an exchange. Bill explained that BD mills the TC housing for a bearing that the stock TC and Bill’s TC don’t use. Thus Bill couldn’t use the core and there would be an additional $100 core charge. I took the old TC back to BD with my papers from 15 months before. At BD I explained that the TC clutch had started to slip and wanted an exchange. Not a new BD converter as it was within the BD 24-month warranty, but I wanted a stock core they had removed from another vehicle. They approved the weird warranty exchange. While at BD I also explained the problem with the Pressure-Loc pulling the accelerator pedal away from your foot when the TC went into lockup. A technician adjusted the spring on the Pressure-Loc and the pedal feel was OK during a test drive.
I purchased for later installation the fluid line from the transmission to the cooler with the brazed tee for temperature sender. Bill recommends synthetic fluid for a fluid and filter change at 1,000 miles. Bill told me to take the rig back to the campground and bring the fifth wheel back the next morning for a road test. I knew I would get a good low speed pulling test with the 11,000 lb. trailer the next morning. The exit to the campground has a 10-12 percent grade driveway pulling out onto the access road. No problem the next morning starting out from a stop on the grade. Back at the shop Bill test drove the rig with the trailer and declared it OK with two exceptions. At one point the Pressure-Loc started cycling the TC lockup in and out of lockup when the transmission first went into lockup. Bill adjusted the length of the Pressure-Loc shaft. The other exception was that the driveline shudder was much more evident with the higher torque available. Bill recommended I fabricate a 3/8 inch spacer plate to lower the driveline hanger bearing.
I paid the damages and headed for home. Just out of Sumas, the TC/Pressure-Loc went into the lock/unlock cycle again. I pulled over and unhooked the power to the vacuum valve. The next day I called Bill about the Pressure-Loc. Bill stated that the Pressure-Loc works on some of his setups and doesn’t work on others. Bill suggested I lengthen the Pressure-Loc shaft 3 turns and if it didn’t work install a switch in the electrical line to turn the Pressure-Loc on during towing only after lockup has occurred. The pressure-Loc appears to work OK when not towing. I have the old style Pressure-Loc with a spring return. This design has been replaced with a design that also uses vacuum to return the cylinder. BD did not offer to exchange the 15 month old Pressure-Loc for the new design. I may give up trying to get it to work and remove it.
I fabricated the hanger bearing spacer and it appears to have fixed the driveline shudder. We reloaded the trailer and left for the Washington coast for our annual week of wave watching. Back from the coast with 1200 miles of towing and less than 100 miles of non-towing and ready to change fluid and filter.
Bill said that you have to relearn how to drive with his transmission setup. With the milled stator I was used to accelerating at 2000 rpm, 15 psi boost, and no rpm drop. I got into his setup and left the shop the first time at my normal seat of the pants 2000 rpm. Wow, the Kondalay ladies told me the next day they heard me peel out when I left. The 2000 rpm acceleration produced 25 psi boost, comments by the ladies, tire chirp during shift, and a comment by my wife that I wasn’t a teenager any more. Getting calibrated, I found that the normal acceleration to match traffic from the lights is now 1500 rpm with 5-7 psi boost vs. the old 2000 rpm and 15 psi. The transmission shifts firmer than previous due to the higher pressures. I find the firm shifts very acceptable.
The other difference is how the TC goes into lockup. The stock and milled stator TCs would go into lockup depending on the accelerator (TPS) position with a 500 rpm drop. The DTT TC goes into lockup when you let up on the accelerator a bit (100-150 rpm). In effect the TC locks up with no slip, this should extend the TC clutch life. Another thing is how to tell when the TC clutch is locked up. It is not an obvious kick in the seat of the pants as before, the TC efficiency is so high in fluid drive that the difference when going into lockup is only 100-150 rpm. You have to learn and study the tach and speedometer to determine when you are in lockup. I have started to tap the brake pedal to unlock the clutch when I am at low rpm and want to accelerate without the TC clutch being locked up.
Additional observations during the 1200 miles towing to date. The drive through the Seattle area on the freeways was much more pleasurable with the governor spring kit. The rig has good power up to 2800 rpm/70 mph in 3rd to match freeway traffic and responsive. Previously the responsive speed was limited to 2400rpm/60 mph. OD at 60 to 67 mph was lugging at 1650 to 1800 rpm and felt like abusing the equipment to accelerate. Also the traffic would cause you to frequently slow to 55 mph and result in much button pushing in and out of OD. Now it is just leave it in 3rd and go with the traffic flow.
On the way home from Abbotsford I took highway 2 over Stevens pass to check the hill towing response. The west side of Stevens Pass is 6. 5 miles of 6 percent grade. I hit the grade at 60 mph/2400 rpm with cruise control on. Ultimately the TC clutch unlocked, the rpm went to 2525 and kept on pulling at 60. This is compared to the jump to 2600 rpm before and slowing to 50 mph. I pulled a couple of miles out of lockup until the temps went to 170 in the transmission pan and 210 on the engine. I then slowed to 55 mph/2200 rpm with the TC clutch locked up and finished the grade with 28 psi boost, and 170 transmission, 850 after turbo exhaust, and 210 water temperatures.
I now have the torque multiplication I want at low speeds and pass pulling speeds and have the rpm range I need to respond to driving and matching traffic on the freeways in the city without being an unnecessary hazard. Thanks to Bill and Piers for a job well done.
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. Glad you're one of DTT satisfied customers now and enjoying your rig the way it should have come from the factory!
