Suncoast/ATS/DTT

[rrausch]

The ATS shifts just fine. It is neither harsh nor does it excessively slip it's clutches. Locked shifts are firm without being violent. ATS's engineering in the TripleLok is superior to anything out there. Get used to it!

 

[emjay]

biting my tongue

If you go back and read my post, my objection is the the relevance of "wood"in a discussion of pulse width modulation. I was simply trying to give you guys an idea of my background. Electronics and software have EVERYTHING to with your truck, your transmission, your engine, your TV, your microwave, and maybe even your pacemaker.



If you want to discuss the relevance of pulse width modulation, variable force solenoids, electronics, inductance, solid state switching, all of which are going on in YOUR TRANSMISSION, go ahead. Wood has nothing to do with it, really.

 

[Stefan Kondolay]

I'm sorry I made a type-o, congratulations you realize that wood isn't a part of the system. Stakeman already pointed that out. You should be proud. I guess that gave you reason to get into a tech discussion.

 

[Steve Roseman]

After reading 13 pages, I still don't know any more about the transmission than I did before... LOL. I do know a little more about the Ford transmission.

I hope Banks never gets into the auto transmission market.

 

[Cooker]

Steve,

I think Banks is already in the auto transmission market. Their products are still in testing and not widely available quite yet.

 

[rrausch]

You know, this thread brings me back to basics. More than EVER I am so grateful I have the TripleLok behind my Cummins. I feel confident with that TC. The clutch material in those 3 clutches is a tremendously tough Kevlar/Carbon composite, each one is several times thicker than the material in the stock single clutch, and each is bonded to the steel with a space-age adhesive which just won't let go. I tried to burn one of the clutches with a torch while I was in Denver, getting mine installed, and it would not even get hot!!! I touched it right after taking the torch away from it and it wasn't even warm. It didn't absorb the heat.



While there I saw a LOT of stock clutches, taken out of trucks, which were melted, separated, burned, etc, but the TripleLok is so well designed it just doesn't have that problem.

 

[GLASMITHS]

rrausch

What kind of stator do you have in the t/c? Is it oem and milled or one of their own design?

 

[Stefan Kondolay]

rrausch,



Again be careful of the information you are repeating. Let me tell you a little known fact to the general consumer as it was not relevant to conversations prior to this.



While guys were out having a good time in Muncie 2001, Bill was involved in meetings in Crawfordsville IN , with the Product Manager Manley Tate of Raybestos Aftermarket Products Company, about our testing results that started in 1999 with the very lining you are referring to. Back then DTT , Raybestos and Chrysler were already testing this lining. This is the lining that was eventually scrapped by Chrysler due to costs, at the insistance of DTT along with DTT's promise to pay for the tooling to continue proceeding with the actually lining Raybestos moved forward. Bill had to beg them to please continue on as he felt the aftermarket would create a demand for this lining once completed.



We had agreement with them that DTT would have the lining 6 months prior to release to the general aftermarket. Stefan's truck was the first ever Dodge Ram to see this lining.



You will note that BD, Suncoast, Precision Industries, and now even ATS uses this lining.



And you guys are all welcome. Just thought you should know.



FYI, the material data testing documents shows that the lining we are discussing is rated to 1602 BTU vs the oem lining of

1065 BTU to be exact.



And for what its worth , precision should credit for the multiple disc tc design which is modeled after Ford. Sometimes it is nice that the guys that paid for the R&D get the credit.

 

[SlyBones]

Hey Mike, I was not trying to discredit you or your engineering skills. I agree that electronics and software has everything to do with everything now-a-days. As a SW geek with years of C++ and all that, I believe that an guy that has been applying these skills to satellite communications for example ( not me ), may be an excellent enginneer, even tops in that field, but still IMO not have the knowledge to tell Stefan, or Clint or whoever that they are wrong about how these trannys work.



I did ask a question about the subject, and am interest in an answer from you, chris or anyone who can answer. I would like a somewhat good explanation, in maybe 2-3 paragraphs, w/o writing a complete engineering manual, and "because I have a cool resume" wont do. No flame intented.

 

[Strick-9]

Slybones,



Pressure is just a measure of flow restriction. Simple as that.



What emjay is describing is simple orifice flow. For any orifice or restriction to flow, the pressure drop across the orifice is dependant on the flow.



If you've ever shopped for spray nozzles for gardening or anything like that you would notice that the spray nozzles are rated at a certain pressure and flowrate. Like 2 GPM @ 60 psi.



So if you pump out two gallons per minute with this nozzle on the end of your hose, there will be 60 psi of pressure before the nozzle.



If you restrict the flow to where only 1 gallon per minute is pushed through the nozzle than only 40 psi or so will build before the nozzle.



So by pulsing a valve on and off you could lower the pressure delivered to the nozzle because you are lowering the flowrate.



The problem with that idea on our trannies, is the on/off valve to the torque converter (switch valve) isn't the same valve that the electrical wires hook to (lock up valve). And the electrical wires don't open and close the valve, they open and close a vent to the valve instead.



Also, once a clutch has sealed against the front cover, there is no more flow. It's completely sealed.







Minor problem for the pulse width idea. haha.



-Chris

 

[rrausch]

Stefan, be careful of the information you are repeating. The next time your dad yells "Pulsewidth" across the shop floor, don't mistake it for "pulse-wood"



Posted by Stefan, "Stefan's truck was the first ever... " Do you often refer to yourself in the 3rd person?

 

[Stefan Kondolay]

Actually at DTT we do refer to the blue Dodge as Stefans truck even me, until i pay my mom Shanti in full for the truck she is still the legal owner, so it is an inside DTT joke, it Stefan's truck unless mom decides to take it away. So you see it is my truck sort of but not legally till June 2003.



rrausch,



it is no secret who my source of technical information is and my spelling is my spelling, you can make fun of it if it makes you happy, spelling aside my technical info is accurate.



The clutch lining you were so excited about came to the diesel aftermarket thanks to Bill and Manley Tate .

 

[Stefan Kondolay]

Good post Chris.

 

[rrausch]

How much does the DTT TC Clutch slip? I mean, it has been acknowledged on this forum that the DTT Clutch DOES slip. So at what Torque does it start to slip?



How much HP can it hold without slipping? Just curious.

 

[Jetpilot]

The DTT TC can hold at least 764 HP and 1570 lbs torque, this I know by experience.



Doug

 

[jimk]

convertor

Stefan I have a question about the DDT converters. First I have a stock transmission so as not to be considered a flag waver. At what rpm can the DDT converter be locked up, and hold. How do you guy rate the percentage of efficiency and at what rpm? Do you have to use a torque saver to keep the converter from slipping in lock up? Can you go into 4 gear, lock up the converter and push the throttle to the floor with a load at 1600 or 1700? Is the converter made to hold peak hp or peak torque?

My fathers stock 160 hp auto in the first generation truck twisted the out put shaft in the splines so what is different now to make it better? His truck was stock hp. He did not drag race or sled pull either.

When I pull my trailer and wont to tow with 3. 54 gears in a 95 dodge auto that I have, the biggest thing to me is trying to tow at 62 or 63. To fast in third and too slow for overdrive. The overdrive seems taller than the NV4500. How do the guys that wont to tow at that speed deal with that . I have enough load as not wonting to go any faster.

thanks for any information Jim

 

[snowracer69]

hehehe... . LMAO at Jetpilot. :-laf :-laf :-laf

 

[rrausch]

so Jetpilot, you are running IN LOCKUP with no TC Clutch slippage?

 

[Jetpilot]

Correct,



I just let the DTT transmission do its thing. I do have the race TC which allows for lockup under full throttle. As for more details than this I would ask everyone interested to direct their questions to DTT as I am just the user not the builder.



Doug

 

[csutton7]

rrausch--I think you answered your own question to this in an earlier post when you bang the ATS drum about their no slipping--ford takeoff-- t/c clutches holding power/shifting in lockup---since DTT was instrumental in getting this product out, do you think they're not using it--let's ask Stefan and see if they are using this mat'l and how long have they been using it----I bet all t/c's slip a little, even the almighty ATS's--otherwise you'd be breaking parts--but dang we've been there before haven't we---who cares if jetpilot is in LOCKUP his pwer gets to the ground ---I don't know of anybody using an ATS equaling jetpilot's DTT accomplishiments, do you????----chris