Not disagreeing with you there. Everybody has the right to drink the koolaid of their choice, spend their money as they see fit, and be happy with their choice.

That does NOT guarantee their choice is\was suitable or correct for their use. Its a totally different concept and one had better take the subjective out of the decision or chances are you will not be happy.

Is it effective to buy a race transmission to tow with, haul horses with, because John P says it works great in his truck?

Is it effective to buy a mild stock upgrade and latch onto a sled every weekend? Billybob does at the fair and he says there is no problem.

If we don't know what JohnP and Billybob do with their trucks and how they drive , we do not have enough info to make an informed decisions. Like LostLake says, here goes that $6k gamble.

That is pretty funny you use that story when I was going to tell you the same one. The "other" company was dead wrong, yet, that can't detract from the fact they were, and still are, a top tier builder with as many or more innovations to their credit as any other. The fact remains that their implementation worked as well or better than anything at the time and still does. Flip side of the coin is there was plenty of mud slung, promises made, and stands taken in those days and NOBODY on either side was lilly white. That is one sleeping dog that is best to let lay.

 

__________________________________________________ _____________
Quote by no_6_oh_no:

Stock TC yes, a good aftermarket no. That 34 square inches gets increased to around 60 sq inches in most high end TC's.

The quality of the material used in the clutches also plays a large role here. Stock linings are paper compared to some of the better ones.

The equation to determine how a clutch functions is holding force = pressure x area. There are 2 ways to get to the same destination.
__________________________________________________ _______________

While you are right that some of the aftermarket transmission companies may get up to 60 sq. inches of lock-up clutch surface area why would a member not want a converter that STILL has almost DOUBLE the amount of area?
The only thing I can think of is maybe the cost or erroneous info somebody gave them.

Again,...... no disrespect to you or anything but you don't have to "educate me" on the nuances of the 47 or 48RE transmissions Sir. I have been doing this diesel performance thing for a LONG time now. Thanks!

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John_P

 

Lost Lake,
It is really not a gamble with Dave, he stands by his work. Jaspers are junk and won't last. Be better of just doing it yourself skimping by.

 

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So you want to start getting "sarcastic" with me now huh???

If you will go back and read my past posts Sir, NOWHERE did I tell Lost Lake
he had to buy or run the same transmission I run! I merely gave him some simple input and tried to include my personal experiences in my post. I also told him that Dave Goerend was a good choice if that was who he wanted to use. I think it is important for Lost Lake to know the difference in "single vs triple" you and he were talking about as noone (including you) had given any real facts on their differences. As I said, I disagreed with some of what of what YOU said and have made that clear in my following posts. I know what these Dodge CTD CR Transmissions cost as I have built three of them now with the help of my selected transmission tech.

As far as that "other" company, which my bosses don't really want mentioned here they were WRONG about the triple-disc converters and how they would hold up. How do I know that? Because I was right in the middle of the nasty debates and fights there were between the two of them not only on this diesel website but also on two others! I was also one of the early trucks that tested and abused the heck out of the early ATS Triple-Lok Converters!
Yes, LOCKED SHIFTING worked, the Triple-Loks held up great! For the record, the 2001 Dodge CTD Pro-Street Truck that holds the U.S. drag strip record for a 4X4 with an automatic transmission had an ATS Transmission and ATS Multiple-Disc Converter in it when that record was set! Finally, I will have to disagree with you again about the other company "still being a top tier builder" of aftermarket diesel transmissions. I can give you some names of some of their former dealers and parts suppliers that have left them due to their business practices!

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John_P

 

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Lost Lake:

I agree with Spooler. Stay away from Jasper.

 

On the flip side, why would a member want to spend the extra money or deal with the additional issues of having that extra area when it serves no useful purpose?

The last time I talked to Dave Goerend he still had no answer for a pulsed shift\lock in TH. His best answer was don't use TH. What if I like to use TH and don't want the hard shifts when doing so?

As for erroneous information, I think that is what we are trying to drag out into the light so an informed decision can be made.


When did this go to a "diesel performance" discussion? I thought we were discussing pros and cons of transmissions? I believe you were the one that was comparing the area of an OE TC clutch to a triple disk while not mentioning most if not all performance TC's contain more area and better material.

Sorry you don't feel that was material to the discussion and it constitutes "preaching". I'll just bow out before we kick that sleeping dog awake.

 

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Boy, you like to try and twist words around don't you?? You were the one that brought up the single vs triple comparison to Lost Lake and in doing that he told you the comments "scared him!" YOUR words to him,...... not mine Sir! The choice of "single vs triple disc" is up to Lost Lake on what will work best for HIM and I said that. But in MY opinion you are way off in saying that a "triple-disc serves no useful purpose!"

As far as the "diesel performance" issue you mention, if Lost Lake is considering going with what he listed in his post from Goerend then yeah,....
he is getting into "diesel performance transmission parts",......NOT stock OEM 48RE transmission parts.

And I NEVER said your posts were not "material to the discussion!" To the contrary, you offered Lost Lake some good advice and I thank you for that!
But I just don't agree with everything you said in your posts, that's all!

---------
John_P

 

Time for a chill pill guys. Just be man enough to agree to disagree. Nobody needs to get banned over this. Kinda silly....

 

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Good advice Spooler! It is pretty bad when you can't disagree with someone
without them getting all ticked off! But, I have seen this type of thing many times here on DTR. Lost Lake has a right to hear all sides of the discussion on this subject especially when he is getting ready to drop the kind of money he is. I get tired of seeing "blanket" statements about the upgrades on the Dodge CTD 47RE ad 48RE Transmissions, especially when the information or advice is inaccurate or is somebodys opinion that they most likely heard from someone else anyway. And FWIW, it is not going to be me that is muted or banned either. But, I also like a good spirited discussion.

Lost Lake, good luck on whatever you decide Sir. Sorry to have hijacked your thread.

--------
John_P

 

On with the original dicussion. I remember talking with Dave about the VB. He said he didn't recommend drilling a hole somewhere in the VB. Don't remember where. This would cause a very hard lockup. Not sure if you have done this or not. I can get a harsh lockup while towing heavy if I rush or give too much go pedal when I go from 3rd to 4th. I just feather the throttle a little after the 3rd to 4th shift which helps my truck stay unlocked until about 50-55 mph. If you rush it you will get the 3rd-4th shift followed automatically by a lockup and that is when it can be harsh. I just drive around it.

I am sure a ATS lockup controller or a BD shift enhancer would help with the issue, I am just too cheap to buy one. LOL

 

We need to take a poll, how many built 48REs are running single disc converters and how many are running triples. My guess is there are more triples than anything. With the builders we have building these things now days the manners are extremely good and sure, most guys may never use a triple to its full potential but then again how many of us really use these trucks to their full potential? I bought mine cause I wanted a truck that will last and can do what I ask of it when I ask it to. Thats the same thing I will do with my 48RE if I can ever figure out how to kill it.

 

Sorry guys I have to get this thread back on track and I want everyone to contribute!!! No holding back...

I took off the VB and the only thing different I did was that one rod that comes from the back of the trans and hooks on the VB, instead of unhooking it from the VB, the rod slid right out of the tube it sits in that goes rearward. I'm hoping you guys know what that rod is otherwise I can get a picture from somewhere.

So I dropped the VB, cut the front band, got the new slip in band in place, set the band adjuster to tight -1 7/8 turns, i replaced the plastic accumulator with a metal one( I think they call it an accumulator, it's the thing that has a big spring that falls out when you drop the VB) put the VB back in with the spring between the accumulator and the VB, attached the TV motor, the shift linkage, the electrical plug, and filled the trans with 10 quarts of ATF+4.

Started the truck and it had gears. I drove it about 30 miles and as was well with the world. Shifts were okay, maybe a little mushy between 2&3, maybe just my brain is getting mushy.

Today I started the truck and drove 15 miles to pick up my daughter from an overnight with her friends and when I pulled into the driveway the truck felt like the converter was staying kind of locked. The truck bogs down like it wants to go, and putting the selector in neutral relieves the strain. I can stop the truck, but it wants t really go....

Did I screw something up or is this possibly a new problem with the TC?

No codes.... Fluid is clear and not burnt. Man that old band was nothing but metal.....

 

The rod is the parking rod. The bevel end in the back of the trans is what kicks the pawl into the output shaft and give you park. Normally you have to rock the output shaft back and forth to get it to engage and pull the rod out, same going back in. You hit just right to let it slip out like that. As long as you have park now its all back together correctly.

As for the TC, pretty sure you have a new problem developing. That is a typical failure in the stock TC, more so in the 06'. The stator sprag is starting to lockup instead of free wheel at an idle so you are loosing flash stall. When it locks solid you will have to stand on the brakes and engine will rev to 2000 rpms trying to maintain idle.

How did the front drum look being the band was down to metal? Usually you get get scoring on the drum and it gets rough. That will considerably impact the bands ability to grab 2nd gear plus chew the new band up quickly.

 

You pretty much nailed it No_6... When I come to a stop sign, and apply brakes, the engine starts revving more and more, so right now I am putting the truck in neutral.

So this isn't something I did then. That's kind of a relief!

Yes that rod didn't come out the last time I had the VB out, I actually came in the house and reread my Transgo installation thread to see how I did it the first time.

So I suspect with the TC going, it's probably a fast trip down failure lane at this point....

And I just got that new band in and it is working so well.... Oh, the drum is a bit rough, kind of like a used brake rotor, no real grooves in it, but I can feel wear. It isn't glass smooth like it probably is supposed to be.

 

You might go out tomorrow and it will work fine, depends on how bad the failure is at this point. It is pretty hard to drive it DD when the TC doesn't work and totally impossible to tow with it like that. The chances of it happening again with a load is high.

The drums don't have to smooth as glass but rough is gonna eat the band a lot faster. I have spun linings off the bands when they were just a little to rough. It really needs to be like a new brake drum or rotor for things to work right.

With the amount of TQ that front band takes they don't last long unless everything is right.