Engine/Transmission (1998.5 - 2002) Torque Converter

[KatDiesel]

Re: local installation

Originally posted by phoekema

and without having to run sky high pressures as do most of the others.

Define sky high pressures? So far noone has been able to tell me what their pressures are with the ATS setup. Do you know yours by chance?





78psi considered sky high?

 

[JConley]

Take a test drive in both a DTT truck and an ATS truck, and decide what you like best. I live in Austin, and have a full ATS setup. If you want to see the difference in lockup versus fluid coupling let me know and I could meet you half way. I am very happy with my ATS setup, and the truck puts a lot more power to the ground. With the DTT setup, you stay in fluid coupling under full power. With the ATS setup, you can have EITHER fluid coupling OR lockup. Trust me... you are going to love lockup!!



Either way, you need to do something NOW!



Kat... my pressures are stock, whatever that is...

 

[TKilgore]

Re: local installation

Originally posted by phoekema

and without having to run sky high pressures as do most of the others.

Paul H

Does this mean that ATS does not use increased line pressure?

 

[JConley]

TKilgore... Yes.



The ATS setup uses stock line pressure.

 

[KatDiesel]

Originally posted by JConley

Kat... my pressures are stock, whatever that is...

Interesting. I remember Clint saying something in Vegas about them turning up the line pressures, just not as high as some others do.

 

[TKilgore]

more ??

As you can see, I have the DTT VB. I tow my TT. No drag racing or sled pulling. With the DTT VB and TC, will I be able to tow at hwy speed in lockup?Everyone keeps talking about the DTT not locking up. I do very little WOT.

Anybody know?



Thanks

Tom

 

[JConley]

It was my understanding that the line pressures were stock.



Even if they are turned up a little, its not enough to need a resistor in the VB to trick the PCM that you are running stock pressure, and not enough to kill second gear downshifts until you get to 25MPH. With my DTT VB, I didnt have a problem with the resistor, but I did miss 2nd gear downshifts...



TK. Yes you will be able to tow in lockup with the DTT TC. With the ATS setup, you will be able to go into lockup much earlier, and put all the power to the ground (instead of heating up transmission fluid).

 

[KatDiesel]

I did a search... .



This was posted by Clint a while back "



"We DO recommend slight increase in line pressure, for high horse power applications. It is also needed for exhaust braking, or transmission slipping will occur. Or you must use BD’s pressure loc. We offer our valve body with elevated line pressure, manual 1st and 2nd lock-up capability, along with other fixes. "



I'm just waiting for someone who has measured their pressure to share them. Just curious is all.

 

[GLASMITHS]

JCONLEY:



YOU ARE WRONG ABOUT THE DTT LOCK-UP



The real fact are, as mine operates, that you have lock-up in 2nd down to 18 mph, and you can go lower, as you adjust the smart controller, and risk stalling the engine. It will go lower though.



The rpm is set at a safe zone for idiots like me who don't want to manually shift everything. It will also shift up locked as long as you are over 18mph, and the smart controller is ON.

 

[StakeMan]

Glasmiths,

You might want to read JConley's post again. He had the DTT VB only. That might have something to do with it.

 

[JConley]

Glasmith. Do you have a mystery switch installed. I dont know of any DTT setup that shifts locked, or stays locked by design. What you described sure soulds like the ATS setup I have.





Stake is correct, I only had the DTT VB, and I did not have manual second gear downshifts until I got to 25MPH.

 

[dramer]

ATS Line Pressures

The transmission line pressures that we use for the majority of the transmissions is

70 Psi Base line

120 Psi WOT unlocked

140 Psi WOT Locked Up

We use elevated line pressure for the transmission clutches. Our converter can be used with a stock transmission with NO line pressure increase. There are many more modifications that we make in the valve body also. I hope this will help a little.



Don Ramer

 

[GLASMITHS]

DTT LOCKUP

STAKEMAN AND JCONLEY:



That appears to be a problem on here when you start discussing a particular product. If you don;t have the whole deal, then you are going to be missing something. JConley just had the DTT VB and he is explaining how ATS is better. Get a life man. The DTT Smart Controller is what does the locking and unlocking.



To be exact that is the downside, the 2-3, 3-4 locked shift. If I am using the GV for splitting, I turn the Smart Controller OFF. Otherwise, especially on 2-3 shift, MY Dodge wants to leap off the pavement . Since I know this is not good for my driveline, I turn it off. Empty, the tires will bark

 

[TKilgore]

Kat, just curious, how do Mr. Ramer's pressures compare to yours?



Mr. Ramer, would those pressures be what you recommend for Kat's power level? I think it was ~513hp. I guess a better way to ask would be, how do you determine your pressure levels, by hp/torque #s ?

 

[GLASMITHS]

Manual 3-2 Down shift

JConley:



When I am using the PAC Brake and I need the braking power I downshift from 3rd to second at 35 MPH LOCKED TO LOCKED. That is one of the features of the DTT Smart Controller.



WARNING: I am not a transmission expert, However, I do know how mine operates.



Mr Drammer: Thank you for posting the info... .....

 

[BLee]

I towed my 13,700# fiver 1106 miles to Texas Lake Sam Rayburn and back this past holiday weekend, first tow with the ATS T/C, VB, and controller. Gosh, it was nice to not be worrying about the darn transmission falling out! The thing works as advertised. I'm enjoying the PacBrake with the locked T/C, too. The truck will pull off from a stoplight in some little one stoplight town without ever turning over 1500 or 1600 rpm's. The pull from dead stop is much improved, and there is no slippage anywhere in the drive train. I kind of baby it and try to match rpm's at shift points and lockup because it is very positive, and I worry a little about u-joints, etc. Other than that concern, I'm very satisfied. Boy, did it run good!

 

[GLASMITHS]

Mr Lee: I am assuming that you are talking about 4th (o/d) locked at 1600 rpm. If that is correct, you are lugging the 24V, especially with a heavy trailer.



You do not get better mileage at that rpm but you do run higher egt. You should not be in o/d until over about 1900+ IMHO

 

[M Evan]

Originally posted by GLASMITHS

Mr Lee: I am assuming that you are talking about 4th (o/d) locked at 1600 rpm. If that is correct, you are lugging the 24V, especially with a heavy trailer.



You do not get better mileage at that rpm but you do run higher egt. You should not be in o/d until over about 1900+ IMHO

Just curious, why you lugging the engine when you have rpm on 1600, which is peak torgue. I do same think ( towing in OD ) with my truck, but my trailer is lighter, just 7 000 #.

M

 

[Big_Daddy_T]

I dont tow that much and I make sure to keep it in the 1800-2200 band because thats where everything just comes together. This is the only reason I believe I still have a transmission is because of manual shifting and keeping it in the powerband. 1600 is the where the torque is but the 24v doesnt enjoy sitting there (noticed with bad mileage). The 12ver I hear didnt mind so much.

I have never shifted lock to lock(no transmission brain box). Even with my lower quality tc it still will go into lockup under full throttle runs at around 55 to 60. And my line pressures are somewhat lower. If Im racing I usually lock out od just to go into lockup sooner. She feels like you hit the afterburner when it locks.

 

[BLee]

Sorry GLASMITH, I didn't make myself clear. I was talking about the rpm's I see from a dead stop. It turns about 1500 pulling away from a stoplight, runs up to about 2000 for the 1st - 2nd shift, then about that again for the 2nd - 3rd shift. I had it set to lock up at about 38 - 40 mph. The new stator is much more efficient than the factory unit. I usually tow these hills in 3rd (direct drive) locked up, between 2300 and 2500 rpm (60 - 65 mph). However, above 65 mph, I can punch the button off and let it go into 4th locked up. With no power enhancements, I need to be on pretty level ground to run in 4th . On level ground like your neck of the woods (I'm a Port Arthur boy) 75 mph in 4th locked up (legal on OK tollroads) is doable, but 70mph feels better. You need to be able to see well down the road, too, cause stopping that much weight is always a consideration. The easy way to tow these Okie/ Northeast Texas hills is 2400 rpm's in 3rd lockup at 63 mph with the cruise set and the grandkids singing in the backseat. We got 10. 4 mpg calculated for the entire trip, probably split about equally between 3rd locked up and 4th (OD) locked up. Bill