I'm swithing from DTT to ATS, need tests to compare

[Chipstien]

Just one other thought. With a more efficient TC you would have less drop in RPM's to full lock. Thus less slippage to full lock. I know that slippage might be too strong of a word but in essence that is one of the things that any clutch is designed to do, to absorb some of the shock from engagement. Do we agree?



Edit: I forgot to add that with less line pressure that a transmission would have a smoother shift. One of the benefit of ATS.

 

[Strick-9]

Chipstein,



How high the pressures are in the valvebody doesn't dictate the speed of the shifts.



It is quite possible to have stock line pressure with bone jarring shifts and also possible to have 95 psi of line at idle with smooth shifts.



Shift speed is dictated by fluid flowrate, not pressure. The orifices in the valvebody control the flowrate. The faster you fill a piston or accumulator, the faster the shift and harder it feels.



If someone tells you a transmission shifts hard because it is running high line pressure they don't know much about transmissions.



DTT sells a livestock valvebody that can run higher line pressure and still give smoother shifts. But there are trade offs for slow shifts. There's always a tradeoff.



-Chris

 

[JTBMC]

TKilgore,

I cut and haul Hay during the season and pull my horses in the off season hunting in Colorado & Montana. My truck also serves as a daily driver. I am not a drag racer although I do enjoy the Horse power that my Cummins now puts to the ground, almost as much now as my 6 up hitch of Belgiums, most often I work them in teams (2 abreast) not really they could pull my truck half in two, 12,000 pounds of horse flesh can set deep in the collar and shake the ground.

Hay loads can be combined truck & trailer 26,000 pounds and the Horse trailer loaded with riding & pack stock and gear runs about 20-22,000 pounds.

My place in Carriere is about 60 miles south of Hattiesburg off of I-59, 15 miles north if Picayune, Mississippi

After speaking to all 3 after market trans company reps I decided on the ATS Trans based on my specific applecation and the positive attitutes about thier trans even though I repeatidly asked questions about thier competions Transmissions. After several long conversations with Clint & Don not once was thier competions trans ever slamed nor discounted as not beeing a high a quality preformance product. I was on the fence so to say thinking about the other 2 Companys DTT & BD.

I told Clint how my truck was used and he assured me that his trans would handle the job and leave a smile on my face. He was right the grin just gets bigger, I cant wait to drive my truck now, she handles so quick yet smooth

Clint & Don along with thier crew delivered exactlly what I was promised, including the coffee, These men start working a 0700 in the morning and turn two til 1800, 6 pm with a working lunch break. After 1800 they work on personal projects and on improving the trans and engine preformance in the shop til the wee hours of the morn. Heck while I was there I personally helped a tow truck driver un-load a 2500 4x4 and latter on a 3500 4x4 that the local Dodge dealer had sent to ATS for the trans upgrade. Also thier were at least 15 Dodge and 10 Fords in the lot waiting for the trans upgrade, there was also a F-750 on one of the 8 racks. I am satisfied that I made the right desision for my use and would do it all over again.

I hope this heps, TJ

 

[Chipstien]

Thanks for correcting me Chris. But more pressure would hold the plates tighter correct. Same basic concept behind the manual clutch right? Stronger pressure plate and better clutch material.

 

[Bob Cochran]

I read all posts carefully and cannot tell you how happy I am to have a 6-speed. In general the whole tone on both sides is not good for TDR. Not faulting anyone at all just hate to see the way everything was handled.



I have posted when I had a problem. If they fixed it when I talked to them I gave them full credit. If they did not I would not give credit. Why? We are here to help each other out, and I am sorry to say I see none of what I read being productive. That does not mean we cannot be passionate about a product just need to realize there is other view points and they are just as passionate. Soem products just don't work for my particular application or needs and does for others. Respect all views as you want them to respect yours. The "golden rule" works.



Anyway all have a happy weekend and CC don't leave. Don't see where that helps anything either. Normally don't say anything at all when one of these "wars" get started but could no help it this time.



Oh here is my signature so you know I don't have an Auto. Don't yell at me to remove my 6-speed and put in one either!!!

 

[Cummins Corvette]

In regard to the higher line pressures- yes, assuming that all other things (coefficient of friction, surface area etc. ) are equal, higher pressure will create more holding capacity. As long as the seals, lines, gaskets etc. hold, I don't see any problem with running higher line pressure. The orifices in the valve body to play the biggest part in shift firmness. If you increase line pressure with out any other changes, the shifts will be harder. That is why the orifices in the valve body need to be made smaller- to compensate for the higher line pressures by slowing the fluid back down. Chris said it pretty well. Just throwing in my $. 02.

Chris

 

[CCahill]

:-{}

 

[JTBMC]

CCahill,

Let that Pony up so Chris can ride

TJ