[quote author=cumminsgetsome link=board=7;threadid=12310;start=30#117246 date=1047954009]<br>well It looks like I will end up going with ats. Why because the dtt installer has not returned my phone calls or has he been able to give me a solid price. Matt<br>[/quote]<br><br>Just wondering where are YOU located? If there is a bad representive then DTT needs to know about it. <br><br>Another reason might be that at least one of the converters from DTT is on national backorder right now.<br><br>

 

On Torque converter weight issue.<br>The Cummins B series have a whole range of Flywheels.<br>Some that weigh more then our Billet torque converters.<br><br>Mind you these are for industrial purposes, but these engines still utilize the same main bearings and block.<br><br>--Justin

 

You guys are misunderstanding the weight problem it is not with the engine but the automatic trans. According to Stephan K The wheight is not supported by the flex plate is is soley supported by the bushing in the front of the trans and adding a billet cover adds excess weight to the converter causeing premature wear. I am in central colorado. I am going to try getting ahold of the dtt dealer in greely again and see if he has come up with a price. Matt

 

Matt:<br><br>&quot;Rammin On&quot; (Keith Livingstone) basically did his own <br>install on the ATS Transmission. You might want to<br>e-mail or P.M. him for some tips. <br><br>--------<br>John_P

 

Had my tranny out today. The TC bolts to the flex plate.

 

my personal opinion is that the only time that the torque is supported by the input bushing is when the engine is not running. when the engine rotates the flexplate supports the rotating torque and the front bushing guides or centers the pilot hub thereby also centering the inner pump rotor. if you have seen a trans pump that has been run with a broken or severly twisted flexplate you will see terrible wear on the outside of the pump pocket and the stator support is gouged. on a billet torque all the extra weight is on the flex side and the flat larger surface area should give a much stiffer tighter bolting surface. having said that possibly there is too much stiffness and bolting the billet torque that firm causes severe bushing wear unless all the face surfaces and centerline dimensions are perfect or the pump will be killed.

 

Can the guys that tow the &quot;Big stuff&quot; PM me with your opinions of the T/C and Tranny that you are running.<br>I run a seriously turned up 1st gen and am looking to change to a later lock-up tranny. I don't Drag race but I have a GCVW of 26,000 lbs.<br>The vendors in question have given me their advice and fair prices. I just need your input on what's working and what's not.

 

Remember, flex plates flex. They have the name for a reason. Different speeds with different weights can resonate at different rpms and vibrate/hammer the bushings. A billet torque converter may require a different flex plate to prevent a damaging vibration at a specific rpm/loading. No one manufactures a different tuned flex plate to my knowledge.

 

A ballanced billet TC is no different than a ballanced stock lid. It may even be better, because of a larger shared area when bolted to a flex plate.

Look at the contact surface area.

I have heard of many broken flex plates when using the stock TC lid.

 

Stock lid.<br>

 

As far as flexplates being broken, mine is the only 24v flexplate I am aware of breaking with a stock TC cover. Now I due know of 5 individuals whose flexplates that have broken with the heavier billet lids. In fact one individual has broken more than 1 on his truck. Personally I think one of the toughest forces applied to the flexplate is when we turn off our engines. They stop very abruptly! All the rotating mass of the TC really loads the flexplate during shutdown.<br><br>Now as for the warped or ballooned TC's that was talked about earlier... I know of several folks that have had problems but NONE of them were running DTT TC's. This is what I said in my post, that I know of knowbody runing a DTT TC with these problems.

 

Here is one of many that I found on the other site.<br><br>

 

Stakeman,<br><br>The post above is a 93 model truck.... Like I said in my post 24v :

 

Jetpilot Is it more common for the flex plate to break on an extreme hp truck or does it happen to all eventually? Matt

 

I appears that the majority of the flexplates broken on the 24v trucks has been the high HP ones. From speaking to several transmission shops for some reason they have seen the 12v flexplates come apart on all levels of trucks down to stock. I am not sure what the change was/is that was done when DC changed to the 47re tranny.<br><br>Doug