Veritas
Cabrokr AKA: David Drown
When a post like this is sent out to the public there is usually a little more behind the scenes. I am going to start by filling in some of the gaps that DD left out of this post. The first I ever heard of DD having any problems with his transmission was when I received a call from DD telling me that Piers from PDR had disassembled the transmission. I was a little surprised to hear the transmission had been disassembled in the first place and very surprised to hear that Piers had disassembled it. The first step with any warranty issue is a call to the warrantor first, I took it as no big deal. Piers and I have had many conversations about transmission work in the past and he has always made it clear to me that he wants nothing to do with internal transmission repair. I immediately called Piers to verify what was going on with our transmission and he said the forward clutches were burned up. I asked Piers if he was doing the transmission work and he said no not really, some one else was doing it in his shop. I was a little confused at this point… then I said it must be Bill K from DTT. Pierce said no, I said ok?? Pierce said he needed some time to finish the engine build up so there is no huge hurry. I told Piers that I would send up a Billet input shaft and Hub along with loaded clutch drums. Needles to say things seemed kind of fishy?
The next thing I knew there was a post on the TDR from Stefan K from DTT advertising free insider pictured of ATS’s stock transmission. Kind of funny that a few days after the transmission is scattered there is another attack of the DTT boys. This was the 3rd time a major attack had been staged by Bill K owner of DTT. The first time was at May madness when Bill K. attempted to discredit me during the transmission seminar. A barrage of attacks regarding the ATS transmission and torque converter. We never promoted what had happen there, now I have no choice. Bill was warned to stop battering several times before being escorted from the seminar. It was a big embarrassment for him and all associated. The 2nd time was full blown photographs of an early TripleLok converter, pictures of the TripleLok is ok, the multiple post of how the TripleLok clutch system will not work is not. Strange that the fact is the TripleLok clutch system works perfectly in all the units Ford, Dodge, Chevy. That’s about 1,150 sold this year, they work regardless what some “one’ may say. The 3rd time is the incident we are working up to here, secret photos of ATS “stock” transmission. The pictures were taken somewhere ?? Figuring out where? I don’t feel slamming and fabricating negative information about a competitor is a professional way to promote your business. Some fell this is ok, not me. Because of my beliefs and integrity I have chosen not to point out the competitors faults. We have not taken the numerous opportunities to discredit the DTT products, and yes we have had plenty of opportunities. Take a look at the number of DTT steel stators we have in our collection that have come out of converters replaced at the ATS install shop. Enough said about this.
QUOTE: DD
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!
About the transmission internal components, 5 clutch pack high/reverse clutch drums have been used in all of our transmissions for about the last 2 years, strange a competitor disassembles our transmission (who ever it was) and finds a “stock” clutch pack? Factory stock apply lever, yes we do use the stock ratio. We do not reduce/increase this ratio because there is not extreme pressures acting against it “extreme line pressure”. We have also never advertised changing the apply lever. The bands and clutches are cellulose or Kevlar, depending on the application. The 727 “stock band” is a Borg Warner; the Borg Warner band has the highest coefficient of friction available. That special valve body. Where do I start. First of all in order to achieve 1st and 2nd gear lock there are 7 steps, 3 valves and 2 springs that are changed or modified. The separator plate is built by us, laser cut along with several spring changes and a few valves that we have designed and build. There are some major differences between our valve body and a stock one, if you know what you are looking at.
QUOTE: DD
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.
When I (Clint Cannon) was contacted by DD the conversation was not heated as I recall, David was upset, it took a few minutes to calm DD down then we had a some what normal conversation. As far as putting all the responsibility of breakdown on the consumer THAT IS A LIE. Maybe it was heard wrong, I don’t know. There was no argument about the warranty, there is a 3 year warranty on the Dodge transmissions and TripleLok Converters we sell here and that is that. When the transmission was purchased originally we talked about the input shaft possibly needing to be up graded later to handle higher power levels, that was fine at the time. We were also under construction of the billet input shafts and hub so they were not available then.
QUOTE: DD
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.
The 12 week down time started when I first received a call from DD stating that his transmission was torn down and the engine had been removed from the truck. At that time we were back ordered on billet input shafts and did not look like we were going to get any for a few weeks. I spoke with Piers and DD about the options and we decided to give it a few weeks so we could complete the orders for the Billet input shafts. A small order of Billet input shafts and drums finally came in and the transmission was assembled. The day the transmission was ready to ship I received a call from DD wanting me to send the transmission to CA. (Knot knowing the transmission had been replaced at this time with a DTT transmission) Now the transmission is going to CA not Canada, I asked DD how he got the truck home and DD said I had them put the transmission back together and I drove it home. I said ok, we will get you new ATS trans to CA and get it installed. For the record DD received the first Billet input shaft and drum from that run and there were and still are orders placed prior to his disassembly that are just being filled.
QUOTE: DD
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!
DD was billed for the Billet input shaft, drum and shipping charges. The core charge is for tracking purposes only unless it is not returned. Cores are a detrimental part of our business, with out them it makes it very difficult to service out customers, kind of like not having input shafts. The next time I received a call from DD you could say it was heated like fire. I can certainly say it was the most abusive conversation I have ever had in the 10 years of owning a transmission/converter shop. There were more F words and I would kick your F-ing ass if your shop was closer than I can repeat. There were About 5 minutes worth of this before I could get a word in. After I was able to talk to DD in very short sperts between the F-words I asked him what he felt would be fair. I said fine DD, what ever makes you happy, I already sent the trans out. If you don’t want to pay than don’t pay. DD did ****** off and hung up on me. David you hardly had to fight for the –0- invoice. Any one that knows me knows how I am about that, about as calm as they come. Unfontantly the delays on the billet input shafts and hubs positioned us in a spot that made it impossible to deliver the product, I am guilty of that. As far as the warranty, I doubt you will find few companies that will stand behind a warranty as we do, ATS. Ten years in the transmission and converter business does not happen on accident, customer service and quality first.
Clint Cannon
ATS Diesel
Attention: TDR Forum Junkies 
I guess if I want it done right... ... ... ... ... ... .....
