What years and what transmissions have a lockup convertor??

[Dan_69GTX]

Just currious as in the 1st gen truck - what years have a lockup convertor and what transmissions are they that lock up??



Thanks!

Dan

 

[phoekema]

lockup converter

Dan,

As far as I know, the lockup converter started being offered in the 1994 model year - it came at the same time as the new body style. I know my previous truck (1993 D350 Cummins) did not have lockup. There was a lot less slippage in that one though compared to a lockup converter in non-lockup mode.

Paul H

 

[Dfeland]

91-93 came with a non-lock up A-518 trans basically a 727 with overdrive. In 94 the 47rh came out with lock-up convertor. The lock-up convertors seem to be the weak link with dodge transmission's. Not just in the diesel but others as well. My A-518 has 141,000 with no problems and I have never seen a lock-up trans go that far. Many other members here have gotten good service from there auto as well in a first gen. Dan

 

[phoekema]

weak link

Dfeland,

I agree - the converter in the newer ('94 and up) automatics is the weak link. In March I had an ATS triple lock converter and valve body installed in my '98. Don, at ATS stated the same thing - most failures in the newer automatics come either directly or indirectly from the stock converter. As I mentioned in my earlier post, the stall speed went way up with the advent of the lockup converter. My '93 converter was much 'tighter' than my '98 stock unit was. I would guess they did that to take advantage of the torque multiplication off the line, but it creates more heat and provides more of a challenge for the lockup clutch. Getting rid of the stock converter is one of the best improvements you can make - especially since '94.

Paul H

 

[Paul Herioux]

The reason for the higher stall speed in the 94-96 convertors is because Mopar was to cheap to design and build different convertors for the Cummins and the V-10. Using the same convertor allowed them to use the same part number trans assemblies for both aplications.

As for the 47rh trannies not lasting, it's all in how you treat them. When I bought the used assembly I installed in my 89 it already had 211,000 miles on it and the pan had never been off. It now has 20,000 more miles on it since the install with a new filter and fluid. I am just now starting to feel some slippage in it. I didn't notice any problems till about a month after I installed the intercooler and new turbo on the truck. The 3 gear smoking burnouts probably had something to do with the current condition of the trans.

JMHO,

See you in Muncie.



The other Paul H.

 

[phoekema]

more on the stock converter

To 'the other Pau H',

You are probably correct re: Mopar being too cheap to have a conveter designed specifically for the diesel. I agree too that how you drive has a tremendous effect on not only transmission but the complete drive train. I have always tried to give the truck a break, especially when towing. When getting up to speed, I would often lock out overdrive, get up to 60 or so, let off the throttle a bit, then let it shift to overdrive and lockup before increasing the throttle again. I feel strongly that shifting with reduced power will extend the transmission and converter life. From what I understand, Banks does this automatically when you install their power upgrades.



The too cheap concept goes a bit further though. The stock transmission is marginally up to the task of putting the diesel's power to the wheels as long as everything remains stock and you are careful how you drive it. In my case, the minute I installed the RV injectors from TST, I started haveing lockup clutch slippage in the 50 - 70 mph range. Probably installing BD pressure lock and fooling the transmission into increased pressure at lower throttle possitions would have put off my problem, but I chose at that point to (hopefully) 'do it right'. I realize this is subjective, but for me, the ATS converter is the best right now. I have since installed the Edge Comp box and the new converter is absolutely rock solid! For what it's worth, I still don't let it shift with my foot in it if at all possible. Why put unnecessary strain on things - you will usually pay for it in the end.



I guess to sum it up, I would agree with you in saying common sense driving, especially when towing, will definitly extend the life of a transmission and the rest of the drive train.

Paul H