Engine/Transmission (1998.5 - 2002) transmission Update

[CCCRAM]

Hey Guys... Can all you turboheads look at this info and give me an idea what I'm working with...



I had trouble with my AT and sent it into the dealer. After $2,600 (extended warranty covered $2,400), here's what the mechanic reported:



"TRANSMISSION SEEMS SLUGGISH, HAS NO LOW END POWER, TORQUE CONVERTER FAILED STALL TEST, HARDENED SEALS, CAUSING LOSS OF HYDRAULIC PRESSURE, K-BAND BURNT. PERFORMED DRB III DIAGNOSTIC SCAN TEST - R/R TRANSMISSION & O/HAUL, REPLACED TORQUE CONVERTER, REPLACED SEAL KIT, REPLACED K-BAND, FLUSH & REVERSE FLUSH, FLOW TEST COOLER. TESTED AND VERIFIED REPAIR. "



Here's my original post asking for info before bringing it to the dealer:



https://www.turbodieselregister.com/forums/showthread.php?s=&threadid=71443



My question to the turbo experts is: Is it just a component failure or did the EDGE EZ have something to do with it? I've performed filter/oil changes every 12K and only haul a 5er once a month. Suggestions?

 

[BFC]

Hard to say but the EZ defenitly can be a factor. Some trannys handle the EZ's just fine some don't. How heavy is the fiver? Do you a loy in OD? I didn't see any gauges in your sig, do you have a transmission temp one? Before I had DTT upgrade my transmission, it would get pretty damn hot towing my 9K fiver on long grades. I was running my Comp on 1 while towing, which is the same as an EZ.



Glenn

 

[CCCRAM]

Yes, I have all the gauges (transmission and r. axle temp, boost/egt, and fuel pressure). 5er is 8k.



My biggest question is: do I connect the EDGE again? I'm not sure extended warranty would cover it again.

 

[phoekema]

another opinion

CCCRAM,

I went through much of what you have and would highly recommend a transmission update. As you can see by my signature, I chose the ATS... ... ... ... after putting up with a lockup clutch that wanted to slip and driving the truck this way 1 year, I just wanted a really solid lockup. There are many good guys out there with upgrades, but in my opinion the ATS has the most solid lockup available.

There are those that would dissagree, I am sure, but to me the stock transmission is marginal at best, particularly when you add power over and above stock levels. The engineers are not stupid, they turn down the power on the automatic equiped Cummins trucks for a reason. In my case, I had only done the injector upgrade and the slipping started already. Why have extra power when you can't use it without worrying about what damage it may be doing?

It is hard on the pocketbook, but you will gain 'a new truck' with any of the top upgrades (ATS, DTT, Dave Goerend and others). I don't push my truck hard, especially when towing my 14,000 lb 5th wheel, but when I get up to speed on the highway and it locks up in OD, I don't want to worry about slippage... ... ..... and I now don't. Camping is supposed to be relaxing and fun, not driving with one eye on the tach thinking 'is it slipping again?'

Just my opinion - good luck in whatever choice you make.

 

[Jim Fulmer]

Agreed with the above statement, any aftermarket transmission is a huge step up from the stock one... shame we can't buy them modified!



Jim

 

[Mopar-muscle]

an upgraded valvebody with increased pressures goes along way toward increasing the clutches holding power , if trans can't hold the power with the sloopy stock convertor using lockup as a crutch isn't going to make things any better .



you're in nv , go on down to DD if you need trans advice .

 

[phoekema]

valve body

Mopar-muscle,



I agree for the most part re: valve body upgrades. The only point I would differ in at all is most of the time it is the lockup clutch that slips, not the clutch packs inside the transmission... ... ... especially once the shifting has completed. This is why, as I stated before, I don't beat the snot out of it when accelerating... ... ... . the couple seconds gained is not worth the added strain on the drive train.



Having said that, I would agree that if you are upgrading the converter, it is well worth the extra to do the valve body too. You gain much better shifting performance and, in the case of ATS, you can drive the automatic as though it were a stick if you want. Using their valve body and a mystery switch, I can now lockup the converter in any of the four forward gears. 99% of the time it is not necessary, however when going up long steep hills pulling a heavy load, I can shift down to 3rd or 2nd (even 1st if I want) and lock the converter. This cuts down on heat a tremendous amount! Most will agree that heat is probably the number 1 cause of transmission problems.



Paul