as said,,as john said,,all can and will have problems sooner or later,,,,,,,stick with one vendor,,so warranty will be good.......i know you dont plan on a complete tranny now,but you will later.look at the complete package and decide now.go ahead and go with that companies con and vb now.and when the time comes,you can go with that complete tranny.........look at core charges also,if you decide to go with anothers tranny upgrade later,they wont take another companies convertor/vb for a core,,,,,.......good luck with it,,,,,,,,,bama

 

Well you got all the prices and warranty, but what about the really important stuff? like stall speed and torque transfer?

 

Omaharam, My thought is the shop that claims do the same for Less, example:I have two customers (Farther Son) Both are very aggressive in the WOT practice,T&C WAS considerably higher than a local Transmission shop that only does transmission work only (No Performance Products) and is not know for performance.I look at Their Estimate,It stated upgraded transmission @ $$.They return to the local trans shop and Both customers stated My concerns and to Quote:I can do the same as T&C for Less,We"ll the TC they install is so lose and sloppy the Tuner"s default to stock.Both return and were given the *^$. All the companies you mention are Known for Upgraded Performance Transmissions...

Just My Opinion,If I ever Build a Race Track only truck, it will be a 100% DTT Build.

 

I have no idea if this is true or not, but I was told that the design of our set up is that the there is a hub on the TC that rides in the back of the crank. This is not like any set up I am familiar with. This means that the weight of the converter is supported by the crank and not the flexplate. That means that the weight of the converter does not matter. This is what I understood. If anyone knows this first hand, please confirm.

 

Just had a phone conversation with Dave at Goerend. Learned a lot. He is a great guy. He spent that much time on the phone with me just answering questions and offering information (some of it he doesn't even like to share, but i was asking the right questions and being persistant) without even knowing if I was going to order anything. I DID!

 

I couldn't agree with you more! Totally bogus info!

100 PSI pressure behind the piston of a single disk will yield the EXACT same force & pressure on EACH of 3 clutches in a triple disk. Furthermore, each clutch in a triple clutch converter will hold the exact same engine torque as the 1 clutch in a single disk converter (3x holding capacity). This is just simple statics! Read some of my old posts, I've given all the theory and math needed to make your own educated decisions. EVERY clutch pack in the this transmission uses multiple clutches - and a lot more than 3 clutches I might add. Ask Bill and Stephan why they add more clutches to EVERY clutch pack in the transmission if their theory about pressure drop holds true! Why would a TC clutch be any different?

Flow problems? Why? Wouldn't the designers of the TC set up the clearances for adequate flow? With 100+ psi of pressure, flow and lubrication is not an issue if designed properly - period. There are plenty of guys drag racing, sled pulling, towing, commuting, and just generaly abusing thier trucks with multi disk converters that do not have these issues! Could you imagine the cost of the constant warrantys that these companys would be getting if this were ture? It just wouldn't make good business sense for 90% of the TC manufactures you called to be doing this!

Higher rebuild costs - I doubt it. For starters, DTT uses a bone stock cover and piston (at least the ones I've seen cut apart). This means they are having to scrape off a friction from the stock piston, clean and reprep the surface to get a good bond on the piston - then bond it on a weird shaped piece of steel - lot of time required. Most muti disk converters I've seen have the frictions all bonded to the steels. Throw away 2 steels, install new ones and your done. So, DTT's got some money wrapped up in labor and everyone else has a few bucks wrapped up in 2 steels. Everything else on the rebuilds will be almost identical. Rebuilding a converter is not expensive from a materials point of view, its just a lot of labor. Lets ask for a price breakdown between some of these manufactures, I bet they will all be about the same - single, double, triple clutch - you name it. Regardless, most of these companies give you plenty of time and miles to get all the bugs worked out - the rebuild cost is on them during the waranty period.

Its pretty sad to see a company spreading mistruths while attempting to hurt the image of another company just to get a sale. I've heard it too many times from these guys - Its getting really old.




The flexplate is bolted up to the crank (smaller circle of bolts) and the cover of the TC bolts to the flexplate (large bolt circle). So, its all related. I wouldn't worry about it much, there aren't too many people that are breaking flex plates, at least I'm not hearing about it. Its typically your REAL high HP crowd or the boys that tow ridiculous amount of weight often that are breaking them. And pump seal and pump issues???? Again, don't think this is a big deal - these problems are all probably just flukes. Billet flex plates have not been the norm until recently. There have been many years of OEM flex plates with few related issues.

I think you'll be real happy with your decision to go with Goerend!

 

Dave G has the BEST customer service that I have ever received from ANY company that I have done business with!! PERIOD. I am done
I don't want to get kicked off!!!

 

As you can see above, I already made my decision and went with a tripple from Goerend. HOWEVER, I disagree with your statement on warranty - that is one of the reasons I went with Dave- lifetime warranty.
How long is the warranty good for on most cars - 36,000 - 60,000 miles - yes there are a few doing 100. The point is, they know when crap will start to go wrong. That is why most of the companies selling converters (single or triple) only give you a 2yr warranty. Not to say that if it's going to fail it won't happen right away, but from a wear standpoint, a five or ten year old converter that is still under warranty isn't neccessarily good business sense either - hense the common warranty period of 2yrs

Actually, talking to Dave, he has seen broken flexplates. However, the reasons that are normally thrown around as to why are somewhat vague. Dave gave me a lot of good insight on why they break - both around the crank and out further where the conveter bolts are. His logic is much more sound. I did not purchase a flexplate, only the converter and VB.

 

Its my understanding that the flexplates in the newer (04-05) trucks are much lighter duty that the older trucks which is why aftermarket flexplates are becoming more common.

 

Dave Goerend said that a couple years ago they changed the part number for ordering a new plate from the factory. He did some checking and inspecting, and it is exactly the same piece with a different part number.
The issue is alignment and clearances that are not all the same from the factory, such as the allignment pins, and a couple other "secrets" I was asked not to share publicly. I am confident that after putting the Goeremd parts in my truck and doing some inspecting, I will not have any issues.

 

Question for all of you tranny guys. If you do an after market tc and vb does it hold the truck back more (when towing or on hills) than when stock even with the converter locked up? If so is it simular to the torqueshift or allison trannies?

 

On the whole flexplate deal, I have personally seen 3 go bye bye and know several others that have had them let go. These were all in well used trucks, if your good to it I'm sure you can get by with the stocker but what fun would that be