Attention: TDR Forum Junkies Let the buyer beware!
I have had 4 transmissions since owning my dodge. Stock, Dunrite TC & VB, ATS stageIV, and currently DTT.
Here's an objective viewpoint of what I have noticed.
Stock: slipped as soon as an upgrade in power was made.
Dunrite: At the power I had the VB was O. K. but the TC was not able to do the job.
ATS: (this is going to be long there's alot of info here. ) I had intermittent problems with the Dunrite upgrade and could not get it to perform correctly. However with the problems I had, was unsure if it was the upgrade I had done or something else in the transmission. Because of this and the resources I had, I chose to go with a stage IV ATS to resolve all my current problems and any future problems that may occur from increasing to more rwhp.
With this in mind the bolt on installation of the ATS went easily after we finally received the order and the transmission was better than anything stock and even better than the Dunrite upgrade I had before it.
I was running about 350-400 rwhp. I had DD3's, DD UFM drag chip, B1 turbo, 4"exhaust, and LPG.
The ATS torque converter itself was similar to driving stock around town. Its efficientcy was mediocre at best and there was a tremendous difference in rpm drop when it would lock from fluid coupling. I could not lock the TC without barking the B1 in 2nd or 3rd. That's how big of an rpm drop there was when it locked up. I noticed it was very easy to drive around town because it did not pull the engine down at all. It was represented to me that all my future needs for rwhp would be met with this unit and that something else would break before this unit would go out. They sold me on the lock up clutches and the increased forward clutches which were represented to be 5 and the special VB that came with the stage IV.
Here's where the fun begins:
Sent my truck up north to be modified. They took out the transmission to do my mods after 8-9 months of ownership and the forward clutches were toasted in 3rd gear. Upon further inspection of the interior of the unit: 4 clutch pack (supposed to be 5) Factory stock apply lever 3. 8 ratio, 727 stock band, factory band strut, factory sealing rings, and that special VB--a transgo shift kit!
I was very unhappy! In speaking to the owner of ATS he neither denied or refuted these facts, but instead tried to twist the facts of our initial conversation to his benefit. After several heated conversations with C(owner) ATS. The seller of said unit (ATS) tried to take my place as victim and subjectively put all the resposposibility of breakdown on me as consumer when I never ever abused the transmission at all. It was agreed between us that he would replace the unit under warranty.
It took over 12 weeks of downtime to get a warranty replacement unit. Meanwhile back at ATS there were several sponsored customers who had broken down months after me and had their new unit within a week!!! I know because I saw them post on this site.
If I would have had enough time to wait I most likely would have taken my beating and installed the warranty unit. But I couldn't wait that long and decided to have a new DTT installed.
Here's what I have noticed about DTT in contrast:
I bought a 91R TC. VERY efficient. You put this thing in gear and you know the majority of engine power is going to the ground. When it enters lockup there is not much difference between lockup and fluid coupling. A drop of 125 rpm at most; in 2nd even less. Lock to lock shifts can be done but for all out longevity not recommended for all applications. This transmission is considerably different from ATS. It tranfers much more to the ground, holds lockup just as good if not better. The VB shifts are better than before and I now have the peace of mind knowing that this transmission will serve me well because all the interior parts of the transmission body being upgraded. Seals, clutches, drums, pistons, shafts, bands, levers etc. nothing remained stock.
Installation went well and service so far has not been needed.
From my opinion and experience with these products I have found lockup to be a non issue. Here's what I mean. All the lockup clutches have held on all the transmissions except for the stock TC. Usually before lockup fails on these aftermarket transmissions, something else breaks. Things go out like the forward clutches will slip before lockup breaks loose, or the input or output shafts could break, maybe the flex plate from lock to lock shifts, whatever. My point is that the big sales sales pitch of having a huge lockup surface is only as good as its weakest link. Before the lockup fails on nearly any of the aftermarket transmissions, something else is sure to fail in the body of the transmission.
CAVEAT EMPTOR ( let the buyer beware) Don't always believe a sales pitch. It may sound good but is not always true. Don't take what a sponsored driver is saying as the gospel. The borrower is the slave to the lender. I personally have heard of all sorts of transmission problems regarding sponsored people and they will act as if nothing is ever wrong. I paid full retail for the ATS and the DTT and don't owe any of them anything.
Hopefully this will save someone the aggravation and the money of making the same mistakes I did.
And by the way that ATS warranty unit. They billed me for it. !! Shipping both ways, an upgraded input shaft, and a HUGE core charge. Not to mention the installation I will have to pay for if I put it in. I had another heated conversation with C(ATS) owner and he said that if I send back the core he would give me a -0- invoice showing paid. I had to really fight for that. I don't like or condone this type of stonewalling from the Manufacturer because it takes all the fun out my hobby.
Picked up a copy of their(ATS) warranty in writing and read it over. Everything in it is subjective! Basically if they don't like the way you dress you could be out of luck!
I have had 4 transmissions since owning my dodge. Stock, Dunrite TC & VB, ATS stageIV, and currently DTT.
Here's an objective viewpoint of what I have noticed.
Stock: slipped as soon as an upgrade in power was made.
Dunrite: At the power I had the VB was O. K. but the TC was not able to do the job.
ATS: (this is going to be long there's alot of info here. ) I had intermittent problems with the Dunrite upgrade and could not get it to perform correctly. However with the problems I had, was unsure if it was the upgrade I had done or something else in the transmission. Because of this and the resources I had, I chose to go with a stage IV ATS to resolve all my current problems and any future problems that may occur from increasing to more rwhp.
With this in mind the bolt on installation of the ATS went easily after we finally received the order and the transmission was better than anything stock and even better than the Dunrite upgrade I had before it.
I was running about 350-400 rwhp. I had DD3's, DD UFM drag chip, B1 turbo, 4"exhaust, and LPG.
The ATS torque converter itself was similar to driving stock around town. Its efficientcy was mediocre at best and there was a tremendous difference in rpm drop when it would lock from fluid coupling. I could not lock the TC without barking the B1 in 2nd or 3rd. That's how big of an rpm drop there was when it locked up. I noticed it was very easy to drive around town because it did not pull the engine down at all. It was represented to me that all my future needs for rwhp would be met with this unit and that something else would break before this unit would go out. They sold me on the lock up clutches and the increased forward clutches which were represented to be 5 and the special VB that came with the stage IV.
Here's where the fun begins:
Sent my truck up north to be modified. They took out the transmission to do my mods after 8-9 months of ownership and the forward clutches were toasted in 3rd gear. Upon further inspection of the interior of the unit: 4 clutch pack (supposed to be 5) Factory stock apply lever 3. 8 ratio, 727 stock band, factory band strut, factory sealing rings, and that special VB--a transgo shift kit!
I was very unhappy! In speaking to the owner of ATS he neither denied or refuted these facts, but instead tried to twist the facts of our initial conversation to his benefit. After several heated conversations with C(owner) ATS. The seller of said unit (ATS) tried to take my place as victim and subjectively put all the resposposibility of breakdown on me as consumer when I never ever abused the transmission at all. It was agreed between us that he would replace the unit under warranty.
It took over 12 weeks of downtime to get a warranty replacement unit. Meanwhile back at ATS there were several sponsored customers who had broken down months after me and had their new unit within a week!!! I know because I saw them post on this site.
If I would have had enough time to wait I most likely would have taken my beating and installed the warranty unit. But I couldn't wait that long and decided to have a new DTT installed.
Here's what I have noticed about DTT in contrast:
I bought a 91R TC. VERY efficient. You put this thing in gear and you know the majority of engine power is going to the ground. When it enters lockup there is not much difference between lockup and fluid coupling. A drop of 125 rpm at most; in 2nd even less. Lock to lock shifts can be done but for all out longevity not recommended for all applications. This transmission is considerably different from ATS. It tranfers much more to the ground, holds lockup just as good if not better. The VB shifts are better than before and I now have the peace of mind knowing that this transmission will serve me well because all the interior parts of the transmission body being upgraded. Seals, clutches, drums, pistons, shafts, bands, levers etc. nothing remained stock.
Installation went well and service so far has not been needed.
From my opinion and experience with these products I have found lockup to be a non issue. Here's what I mean. All the lockup clutches have held on all the transmissions except for the stock TC. Usually before lockup fails on these aftermarket transmissions, something else breaks. Things go out like the forward clutches will slip before lockup breaks loose, or the input or output shafts could break, maybe the flex plate from lock to lock shifts, whatever. My point is that the big sales sales pitch of having a huge lockup surface is only as good as its weakest link. Before the lockup fails on nearly any of the aftermarket transmissions, something else is sure to fail in the body of the transmission.
CAVEAT EMPTOR ( let the buyer beware) Don't always believe a sales pitch. It may sound good but is not always true. Don't take what a sponsored driver is saying as the gospel. The borrower is the slave to the lender. I personally have heard of all sorts of transmission problems regarding sponsored people and they will act as if nothing is ever wrong. I paid full retail for the ATS and the DTT and don't owe any of them anything.
Hopefully this will save someone the aggravation and the money of making the same mistakes I did.
And by the way that ATS warranty unit. They billed me for it. !! Shipping both ways, an upgraded input shaft, and a HUGE core charge. Not to mention the installation I will have to pay for if I put it in. I had another heated conversation with C(ATS) owner and he said that if I send back the core he would give me a -0- invoice showing paid. I had to really fight for that. I don't like or condone this type of stonewalling from the Manufacturer because it takes all the fun out my hobby.
Picked up a copy of their(ATS) warranty in writing and read it over. Everything in it is subjective! Basically if they don't like the way you dress you could be out of luck!
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... ... ... . One heck of a first post Dude. 
Better watch out for the animal rights folks
