Attention: TDR Forum Junkies 
Hello guys,
I though I might share experience with my new DTT Stuff. Well my truck now has 137,500 miles on it and thanks to TST and DTT it’s way better then factory. The most recent additions were the DTT 91% torque converter and livestock valve body. Since the truck did have 137K miles on it I had Mr. Don Fullbright (owner of Automatic Transmissions here in Huntsville, Alabama) install the master over haul kit as well. The original bands and clutches were in surprisely good shape and probable would have made it on to 200K miles. I could not tell what shape the seals were in or if they could have stood up to the increased line pressure of a DTT VB. I went with the livestock VB because I did not want too firm of shifts. I have a shift kit in a TH350 transmission in my highly modified 85 Toyota 4wd and I didn’t want that feel in my 96 Dodge PU since I also drive it around town. Also, the thought of all that torque being transferred that firmly made me wonder about overall longevity. Performance noted to date since install:
1) Under light pedal the transmission shifts rapidly up through the gears. In a very smooth manner. All most like one continuous gear. The RPM’s are held down to about 1500-1600.
2) Under medium pedal the beauty of the DTT TC really starts to show it’s self. Cars now just fall back as I leave lights. The power is now being efficiently put to the pavement. The exhaust sound now even reflects the sound of a diesel that is being made to work (deeper throaty sound).
3) Under WOT that song Hells Bells (AC/DC ?) comes to mind. I’m smiling and the trucks working. That feeling that I used to only get when the OEM TC locked up is now available in all gears! In fact things happen so fast that its hard to keep up with what gear the trany is in. Before the truck would make 32 psi boost WOT after TC lock up and only about 20-22 when TC was unlocked. Now with the increased efficiency of the 91% DTT TC the truck pulls 30 psi in all gears and 32 after lockup. Notice : TC lock up is no longer an event to look forward to. In fact it is all but impossible to tell it even occurs! I initially thought that lockup was not taking place. But I would cruise at 74 MPH and the tach would read 2000 RPM. This is the same as with OEM components. It does however seem as though I will need to be contacting the fine folks at Piers Diesel Research for a governor spring kit. As the load (amount of pedal) is increased the RPM at which shifts occurs increases. Under WOT this seems to be at about 2600 for the 3rd to 4th shift. However the governor starts defueling in my truck at about 2500 RPM which results in a small flat spot before this shift occurs.
Overall thoughts are Bill Kondolay you are the man for our trucks transmission performance! Why do they not come equipped with DTT stuff as OEM? Bill have you talked with them concerning this? Is the performance improvements noticeable …. Yes. Would I do it again…. Yes. Thanks for hearing me out guys…. Don Ferguson Jr.
I though I might share experience with my new DTT Stuff. Well my truck now has 137,500 miles on it and thanks to TST and DTT it’s way better then factory. The most recent additions were the DTT 91% torque converter and livestock valve body. Since the truck did have 137K miles on it I had Mr. Don Fullbright (owner of Automatic Transmissions here in Huntsville, Alabama) install the master over haul kit as well. The original bands and clutches were in surprisely good shape and probable would have made it on to 200K miles. I could not tell what shape the seals were in or if they could have stood up to the increased line pressure of a DTT VB. I went with the livestock VB because I did not want too firm of shifts. I have a shift kit in a TH350 transmission in my highly modified 85 Toyota 4wd and I didn’t want that feel in my 96 Dodge PU since I also drive it around town. Also, the thought of all that torque being transferred that firmly made me wonder about overall longevity. Performance noted to date since install:
1) Under light pedal the transmission shifts rapidly up through the gears. In a very smooth manner. All most like one continuous gear. The RPM’s are held down to about 1500-1600.
2) Under medium pedal the beauty of the DTT TC really starts to show it’s self. Cars now just fall back as I leave lights. The power is now being efficiently put to the pavement. The exhaust sound now even reflects the sound of a diesel that is being made to work (deeper throaty sound).
3) Under WOT that song Hells Bells (AC/DC ?) comes to mind. I’m smiling and the trucks working. That feeling that I used to only get when the OEM TC locked up is now available in all gears! In fact things happen so fast that its hard to keep up with what gear the trany is in. Before the truck would make 32 psi boost WOT after TC lock up and only about 20-22 when TC was unlocked. Now with the increased efficiency of the 91% DTT TC the truck pulls 30 psi in all gears and 32 after lockup. Notice : TC lock up is no longer an event to look forward to. In fact it is all but impossible to tell it even occurs! I initially thought that lockup was not taking place. But I would cruise at 74 MPH and the tach would read 2000 RPM. This is the same as with OEM components. It does however seem as though I will need to be contacting the fine folks at Piers Diesel Research for a governor spring kit. As the load (amount of pedal) is increased the RPM at which shifts occurs increases. Under WOT this seems to be at about 2600 for the 3rd to 4th shift. However the governor starts defueling in my truck at about 2500 RPM which results in a small flat spot before this shift occurs.
Overall thoughts are Bill Kondolay you are the man for our trucks transmission performance! Why do they not come equipped with DTT stuff as OEM? Bill have you talked with them concerning this? Is the performance improvements noticeable …. Yes. Would I do it again…. Yes. Thanks for hearing me out guys…. Don Ferguson Jr.
