High guys I am still to decide on which way to upgrade I am not to far from ats they sell the triple lock tc with a billet cover. I am also not to far from a DTT certified installer. My question is the Dtt tc does not have the billet cover and the ats does according to dtt the billet cover adds excess weight and cause premature wear on the bushings. Everyone else uses the billet cover ats, suncoast, and others I like the idea of the billet cover but the dtt trans is around $1000.00 dollars cheaper. What is your thoughts on the tc I am going to have the whole tranny done at one time with a new tc and vb but I don't know which would be the better way to go. Matt

 

Probably more important is to ask questions about the stator inside the torque converter. The stator design determines the fluid coupling and torque multiplication you wind up with. People with milled stators usually wind up with a controller to lock up the torque converter clutch (or mystery switch) because they have lost fluid coupling efficiency.<br><br>I replaced one vendors milled stator torque converter after 10 months because I lost trailer hill pulling ability with the milled stator. I went to the DTT welded stator torque converter and am happy.

 

Say there cumminsgetsome (man thats long name) I just got a trans from Phoenix hard part in Phoenix Az. with a Billet low stall TQ an a transgo shift kit, Red eagle clutches an I;ll tell you this thing works great at about 1/2 the cost of the others here is a phone # if you want to check them out the man that fixed me up was Frank-----623-936-1500 they have an 800 # also but I can't find that right now. Hay its up to you what you do but mine works great,an I pull a lot of weight with it. Hope what ever you get you like an it works good for you.<br> Bob

 

Dezilla Do you know who's converter phd uses. I am a little leary of them as I have installed one in a ford explorer that developed a converter leak within a few hundred miles and I called Frank and he tried to blame me for not installing the converter correctly. I then told him that I have installed many converters and none have ever leaked { I own my own auto repair business since 1983} then he checked with his converter repair people and they wanted the tranny back so we pulled it and sent it back. It was a bad converter. On friday I pulled a phd five speed that lasted about a year and 16000 miles out of a 94 chevy truck. Plus it is a pain to get your core deposit back. I agree with you that they are the cheapest around but cheap is not always better. Matt

 

The DTT will hold over 600+HP and sled pullin from personal experience. Take a trip to one of the meets like May madness, Thunder in Muncie. There are guys who will give you a ride or even let you drive there trucks. It's all a matter of preference and personal experience. There is also another vendor you dont hear much about in the mix and thats BD also out of British Colombia. At May Madness last year the winning trucks at the sled pulls were BD and DTT equipped trucks.

 

cumminsgesome:<br>I can not compare between DTT and ATS, simply because I just own a DTT tranny and I am happy with it. <br>My personal opinion is that the cool thing about automatic trannies is the TC that does the fluid coupling. So quality there is something very important to me. If I had wanted to be locked up in every gear I would have bought a manual tranny. (Which has at least 5 speeds, compared to the 4 speeds of the auto). I had to install the tranny stuff myself, because the next installer of any auto tranny company is one ocean too far away for me.<br>I can resume that the DTT stuff is working very well for me, and the tech aid from DTT for all questions that arose was perfect.<br><br>The advice to go to a meeting and try as many different trannies as possible is very sound. I think that a whole lot boils down to personal preference and the use of the vehicle. I suggest that you take your time and look around, ask questions (especially to the installer) and then decide. <br><br>Good luck with what ever system you go with, and please report your experiences. <br><br>AlpineRAM<br>

 

If your torque convertor slips, you need a billet cover to help keep it from warping. A multi disc tc has more area to leak, and more chance to slip.

 

The ATS TC does not slip.

 

They will all wear out and eventually slip!!!

 

Rick Said
&quot;They will all wear out and eventually slip!!&quot;

__________________________________________________ __
I think you made the key statement yourself. They all slip eventually. Some sooner than others, but no real facts are out yet as to which ones will last longest. That's a couple years down the road IMO.

 

760+ Horsepower, 1500+ pounds of torque and still running strong. DTT gotta love it.<br><br>Doug

 

Jetpilot: I actually believe that you can not compare your truck to most of the other &quot;weenies ;D &quot; out there. I think that your truck shows that DTT is capable of building a very fine tranny that will stand this kind of power. <br>I do also think that especially the very high hp trucks will be serviced much better than the average beater out on the road. Sometimes I wonder how such meticulous maintenance and precise adjustments these trucks have would work out on stock trucks. Would they live much longer? I think so. <br><br>I do think that one of the keys to a good reliable transmission is maintenance. Strictly after the recommendations of the company that built the tranny. <br><br>Another factor that I would like to point out about TCs with different weights than stock ist that there can be problems with the flexplate due to the different inertia, and of course due to the weight of the TC. <br>In my opinion the warping of the stock TC cover is caused by the cheapskates that did not allow a decent welding. ( My stock TC cover had the lugs welded only on 2 tiny spots) <br>Another factor where the stock TC is prone to problems ist the fact that the fluid coupling is not too good and therefore the rpm drop when engaging TC lockup is very big. Therefore there is much wear on the friction material ( letting a clutch slip at high rpm with high torque means much wear) and this friction material is spooking around in the tranny as a very good abrasive afterwards. <br>So with whichever tranny you go I can only advise you that you take measures when you feel slippage IMMEDIATELY. ( Ask me how I learned this :'( )<br><br>AlpineRAM

 

If you're not locked up...you're not putting 100% of the power to the ground

 

[quote author=AlpineRAM link=board=7;threadid=12310;start=0#116670 date=1047842825]
JAnother factor that I would like to point out about TCs with different weights than stock ist that there can be problems with the flexplate due to the different inertia, and of course due to the weight of the TC.
[/quote]

Interesting point. I think jetpilot just broke his flex plate recently.

There is an ATS truck that runs mid to low 12's. DTT isn't the only one that can hold that kind of power. BD does it too. I am sure other companies have done it as well.

When ATS first started testing the trpile-lok design they actually did it without friction material. The lock up was so harsh that the friction material cushions the engagement. Thats something to think about.

 

I will know tomorrow if my flexplate broke or not..... I am pretty sure it is toast but the key here will be to figure out what caused it. There could be several reasons it broke it from the bolts coming loose to just too much playing. In any event I will try and let folks know what happened as I find out.<br><br>Now as for the above statements on locked vs. unlocked, TC's slipping, etc. Do the research, call the companies, ride in trucks using the different setups and buy what makes you happy. As for the Billet cover my personal belief is that there is nothing to be gained by its use other than weight. I have yet to see a DTT cover warped or ballooned so I wouldn't worry about that. Just my $.02 worth.<br><br>Doug