Diesel Transmission Torque Converters | Power Driven Diesel
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- čas přidán 24. 07. 2024
- Learn everything you need to know about transmission torque converters for your diesel engine. This video will help you identify the torque converter in your truck and know when and why you should upgrade to help your engine hold the power you want.
If you are in need of a performance torque converter, look here!
powerdrivendiesel.com/product...
Power Driven Diesel is a specialty performance shop engaged in the engineering and development of high performance turbo diesel technologies.
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The Intro of the year. When your co-anchor backs up outta shot you know its a good one.
Will’s face when he realizes he said “fat shafts” all excited. Priceless.
Very informative. I would recommend a Torque Converters Part 2, with another cutaway which explains the function of the fans inside as well as how lock up works. Good job guys.
Great video as usual guys. Appreciated the breakdown of pro/con between the 3 & 4 disc converters.
Very helpful. Thanks for clarifying the difference from a triple disk vs. a quad disk torque converter.
Great job.
Nice break down on coverters. Intro was the best part!!$$.. Need to order a converter from you guys next week!
Excellent explanation. I am confident in my converter choice now. Thanks a million!
Yes another great video. I wish I would have known all this 4 years ago when I bought my Purplelish blue trans. I would have done it right the first time. Now I am soon driving to Denver to get it upgraded. looking forward to seeing you guys at UCC hope you do well there.
excellent explanation of how a lockup torque converter works.
Getting a look inside these things it makes a ton more sense than it did before, more discs means more traction between the engine and trans. Has anyone ever tried to make a rebuildable torque converter? It seems like there could be a market for it in the performance world.
Will Gone Wild !!! Awesome. Great video. Informative. And Fun too!!
Another awesome video from you guys 👍👍👍
Great content! Alot of great knowledge in this vid.
That intro was *AWESOME!!!!!*
Great intro! I have your DPC triple and it's wonderful.
Can you talk about transmissions in the later model diesel Rams.
I talked Power Driven tech support today and they quickly lined me up with the very best torque converter for me 2nd gen Cummings. I said ok you are the only one that understood what I was trying to do How much is it? When they told me the cost I was amazed it was so reasonably priced. The shipping was only $50 but if I paid the core charge ahead until I received the converter and return label then there was free shipping. Thanks, guys I think you are awesome
great video guys, but I have to say my past truck had a bad case of slushbox without much extra power, and it just pushed me to a NV5600 truck instead.
A episode about manual transmissions would be good. Clutches etc 👍🏼
Excellent video and info. Thanks for sharing.
the lockup clutch is unlocked by line pressure fyi
meaning the lockup clutch is always locked and line pressure is used to keep it unlocked.
great info guys
Lots of good info guys great job
Wow keep Will off the Red Bull 😂😂😂 great video guy's 😎. I would like to see more about the rest of the transmission and what you put into your built-up one's and the different levels of build you offer
On point. New to CTD. Subscribing.
WELCOME TOO POWER DRIVEN DIESEL !!!!!
Great video guys. I know a little more now.🤗
awesome info. great job!
Thanks answered my stall questions, I was ready to get into more mods on my 98 dodge dually, a little set back truck was hit and totaled while parked, so I'm starting over, looking for a complete dana 80 with disc brakes on rear? And a truck bed.
Thanks for clearing up on how torque converters work. I've been a gearhead since I was 10 generally understand how cars and engines work, but torque converters always been my achilles heel. This video has cleared up some of that fog. Thanks PowerDrivenDiesel. And that intro is lit i LOLED so hard. THANKS again.
This was really helpful I'm trying to figure out what I will do with my 97 7.3 because something is slipping since my buddy plowed with it in November (I bought it as a plow truck in 15 and have put 100k on it plowed and everything was great till it was borrowed now slipping bad) trying to figure out what I'll do with it since I pull with it and everything else imaginable with it too
I could be wrong, but I think it is more PSI being applied to through clutches than the fluid pressure being created. Let's assume your clutch ring is 10" in diameter and 1" wide. Circumference is 31.42". Multiply that times the width and you have 31.42 square inches of surface. The 90 PSI in your example would be applied to each square inch of clutch material. That's 2826 pounds of force being applied through the clutches to the rear plate. Again, good chance I'm completely wrong here.
Looking forward to a TC specialist talk about the details on the internals!
Great technical topic on torque converters in general. And thanks for explaining the quad disk topic.
What about a video featuring the differences between an auto valvebody and a FMVB (full manual valve body)? What steps are taken to perform this upgrade? Is it a garage mechanic task or too involved and should be conducted by a transmission builder?
Absolutely cool video guys....😎 haha 😬👍
What would recommend for someone who is planning on building their transmission first and then adding a compound setup and possibly a 33% over pump to a 6.7 which will be used for towing and cruising? Saving up until you all have the transmission kits available for the 68RFE.
Excellent!
Generally speaking, is it the TC or the transmission itself where the rated HP and TQ limits are created? I know mine (1992 M939 military 5Ton) is limited to about 700ft/lb, Cummins 8.3 engine with an Allison close ratio trans. Thanks for that video, but now it just made me ask more questions that I hadn’t thought of before lol
Since your in the trans,converter, how about the gear ratios to put this in full Perspective
I am wanting to learn about transmissions but this went over my head.
Any recommendations.
I’m doing a 24v swap with your budget build Cam in it, in my 98 6.5 with a 4L80E behind it. is my converter and trans ok ? It’s a daily driver / some towing
My 01 5.9 24 valve is turned up a little for performance i don't pull any loads. I'm installing a jasper 47RE with there triple disc. Will my trans temp run cooler as apposed to a single disc.
So you guys got me sold on an 850hp 48re for my 06, my power goal is 600hp with compounds (s475 over stock) sounds like I would be best off with an 1800 rpm stall/triple disk for daily driving and occasional towing?
I want to know it all. What does a 48re taste different than a 47re? Keep it up guys.
So quick question about a stock converter. Under hard throttle acceleration on a stock 2wd 2005 5.9 my tranny is slipping . Is that the torque converter? Also noticed that the pressure on my foot on the brake at a light is harder than usual to keep the truck from creeping forward at a light.
The pump makes the pressure nit the valve body the valve body only regulates the line pressure and activities the solenoids to shift gears through the multiple oil galleries
From my experience, single disc converters lockup harder harsher than a triple disc which locks up smoother and is more pleasant to drive
I have a 01 2500 4x4 Cummins with a 47RE Tranny. Its about done with. I bought a 47RE out of a 00 2500 4x4 with a V10 gas motor. The Tranny was to have 16000 miles on Rebuild for pulling.. I was going to put the Tranny in my Diesel truck. but was told I have too change the V10 Torque Convert and VB !!! Will Torque Convertor out of the V10 work ok or not. I just cant find the right answer.Thanks
Do you guys sell a rebuild kit and converter for a do it yourself kinda guy?
I like to see a video on the stator designs
I would liked u cover a518 also
Stock Dodge Ram 2500 4x4 automatic w/4.56 gears
So 1800 stall would work even pulling 35ft goose
Please advise
this is good to know. i got fucked over on a tripple disk i bought from Cascade - it blew up and took my trans with it. turns out it was a double disk with ford parts and NOT a true tripple. now i find myself with no truck and having to buy a new converter/pump/clutches/and maybe VB. for anyone out there looking to upgrade, make sure you do your home work and buy from reputable companies.
@@pddofficial as it happens i had an hour and a half conversation with your tech today and its looking like im ordering your reman/VB kit/fluid/and possibly a master rebuild kit. your guys spend over an hour answering all my tech questions, even got me pictures of valving changes in your shift kits. good customer service
I am looking at a 2006 dodge 3/4 ton for mostly daily driving on the highway. I plan to do small improvements in power aimed mostly at fuel efficiency but also to tow a horse trailer occasionally. Cold air, exhaust, clutch fan delete, and a smarty type tuner. My goal is about 400 horse/800 torque. I plan to do a valve body and torque converter on a stock transmission. Should I stick with factory stall or should I go a little tighter?
what elevation do you drive at?
@@pddofficial about 1100 most of the time, up to about 6000 on rare occasions.
Talk about the different types of shafts out there.
Need help with my transmission leak right in front between the engine were the fliwell is
Quick question, when are you guys going to re-do the turbo school videos cause the information in those is to good to not re-do.
can the people of the community or maybe you guys at powerdrivendiesel give me a hand I bought a 96 that was stuck in 1st gear it had a rebuilt in 06 47re I bought a trans from a 00 24v it had on the bell housing a 48re but bolted up fine and I switched over my plugs and valve body and I daily drive it the beginning saying it wont work wat do you think is going on in mine then is there conversions people do or is the casings just cores for 47-48
I know the feeling to many energy drinks 🤣
ExFedex 96 truck, 59 12v, AT545n transmission single neutral no od, city gears, max freeway speed 68mph flatland, downhill a little faster. ;)
Not looking to change transmission.
What would it need to handle 500hp and do more than 68mph.
P.S. Speed limiter is unplugged. When it was connected 62mph was the fastest flatland speed.
CAN UGUYS RECOMMEND WHAT TO DO WITH THE FACTORY TRANSFER CASE TO MAKE IT STRONGER up graded trans triple disc converter forged shafts when I get on it now the chain jumps teeth in transfer case.
Give us a call and we can get you figured out.
Have you guys ever done methanol injection? That would be an interesting topic for a video
@@pddofficial thanks for replying! I think dumping a bunch of methanol post-turbo is supposed to be a great way to get charge air density as it evaporates and cools the charge.
Perhaps also a way to spool the turbos fast without a big plume of coal. Gale Banks is into it so I think at the very least it's worth a look.
Hopefully y'all can answer this. So stall speed has no effect on power output when the converter is locked?
No it does not, stall will more effect how the vehicle feels before the converter locks, with a low stall converter your need a fast spooling turbo that can get up on boost fast. because if you dont the truck will feel very sluggish.
I looked on your guys site and didn’t see any built 68rfe trans kits/combos.
Who would You guys suggest going with ?
I been looking at ATS since I had their 5 disk converter in my old 02 Cummins 47RE. Very bad ass converter , but their 68RFE are very expensive.
I have that 2012 Cummins 4x4 with a 6 inch BDS Lift turning 37’s, as seen in my profile picture.
It’s my daily driver and I tow skid steers, ect...with it now and then.
I estimate 475 HP with my injectors and H&S tuner on tow setting along with a couple other little mods.
I plan on eventually making around 600-800 HP at most in the future but need a 68RFE that will take that torque and power with out a problem.
Would You guys take on a 68RFE build ?
Yes very similar to my situation also. Hoping you guys are doing with the 68RFE stuff to?
48 swap it
Do you work on duramax/Allison transmission? I have shutter at 5 mph.
No sorry we do not.
Do a video on your dailys!
Yes! Please do!
Great info guys! I always feel like my stock '05 is gutless till lockup in 3rd gear and it starts getting the power down, now I know why. Is there a reason to not go with a 3 disc over a single disc converter at low power levels like you talked about with the quad disc vs 3 disc?
tripple disk will have rougher lockup than a single(revmax claims there tripple will lockup smooth as a single )
I not a expert on automatics transmissions in dodge , I don't care for mine in my old low power 12 valve . I can give it full throttle and the engine will go to 3000 or a bit more and never drop one bit till lock up . What a piece of crap . I think there is 750 rpms between each gear change . I really like power shift equipment , like in Cat dozers . I remember back when some folks were saying the single disc was as strong as a triple lol those were the days lol . Thanks for the videos
i have a 93 d350. Im switching to a 47RH and was considering your "pan off" upgrade. do you think that would be sufficient seeing that I'm only making 300ish hp? or should i also consider a converter? Also id like to see an entire video of Will talking like a WWE star. it was absolutely hilarious.
@@pddofficial thanks! after listening to this video it sounds like a low stall single disc might make me enjoy the truck more. love the content you guys put out.
Why is where a core charge? If the new converter is new and billet.
Well I noticed you have not responded to any comments here but asked for them. Ideas anyone I have a 97 2500 4x4 4re. Just rebuilt and added some better internals to the transmission like the steel 6 gear sun gear and billit shaft with shift kit and pump upgrade. Went to 727 Kevlar overdrive band. And GM solenoid upgrade.
Now trying to figure out which torque converter to go with. I want to build my truck for better pull with the best fuel economy. So looking to end up with 400 to 550 hp and more importantly 700 to under 1000 fp torque looking at converters with stall speeds starting between 1300 to 1500. I think I want to go to sequential twin turbos. I don't want to go with larger injectors just want to get the best dependable performance out of my truck with out having to watch the EGT's while towing. I have been advised to go with the 400s twin setup. I do have the copilot transmission controller. I have a 4" exhaust straight pipe looking for a intake upgrade now. And fuel plate. Governor spring.
Hey amigo...you basically have the same truck I have...I pull a 30' fifth wheel and wanted to upgrade stuff so here's what I did...bought the ATS Command Control...ATS stage 2 tranny and the ATS 5 Star 5 disc convertor...I went with the magnaflow stainless turbo back exhaust and the #8 fuel plate...Also just recently I had to install Calloway Traction Bars because I was getting axle wrap when pulling grades. I do have a set of governor springs yet to be installed. After watching this vid I think I bought to much convertor and maybe could have saved some money...You can get the fuel plates on EBAY for really cheap or their are patterns out there to grind your own. There is another channel here on YT called Precision Transmission and the guy is really good with trannys and related products...ATS and Goerend also have a good vids about torque convertors...Good Luck
On a 48 when do you recommend the converter to lock when just daily driving it?
stock stall 2000rpm
@@pddofficial 1800 stall triple disk
I'm a transmission idiot. What about a A727 3 speed cranking about 275-325hp 12v. I hear about upgrading flex plate. Just want a good all around converter/ plate to handle the power and be reliable for years to come.
The 47/48RE’s are actually based on the 727 torque flute. Main difference being they have lock up and an overdrive housing on the rear. The main center sections of the transmissions are very similar.
@@WrecklessEnterainment thanks for the info 👍
You can use a v10 converter on your cummins, but beware of a cummins convertor on a v10. A high profile transmission shop.."MONSTER TRANSMISSION " sold me a triple disc thor convertor for my 98 v10 truck. It went in and bolted up. I noticed once the bell housing bolts were in all the way it was hard to rotate the flywheel. And yes the converter was locked all the way in.. i called monster and they advised me that the billet case was a tad bigger than stock but it would be ok.. i started it up and the truck wouldn't move and was making a terrible noise. I shut it off and pulled it out only to find the the converter cut a groove in the stator housing and filled the transmission with ground metal. I called monster and they told me to send the whole transmission to them. So I did. Bob the builder..no pun intended told me that he replaced the pump and cleaned it all up and tried it out and that it would be good now... wrong.. i got it back 4 months later and it looked like it was never touched..i pulled the pump apart and it never was touched..i paid 1500 for that convertor and monster won't take it back and I've never been able to drive with it. Long story short..v10 convertors have a tiny bit smaller chamfered hole in the end of a crankshaft than a cummins. The hub is different on those converters. The cummins is a non milled flat hub, buyer beware
So what do you think Dodge is putting in their new truck with 1000 ft-lbs of torque? Just curious.
Thanks@@pddofficial.
How well do the dual disc converters hold?
@@pddofficial 1000 ft lbs of torque capable?
That's how you do an intro!
youngsoldier93 that intro was annoying as hell. Get to the point.
How tuff is it to rebuild a r 48 out of a 04 dodge and are the aluminium driveshafts as good as the hype. 😀
Not to bad and yes especially if you are a two piece drive shaft.
@@pddofficial I live on dirt roads and they beat the carrier out in 6 months so I had billhafts biuld a 5" from 6061 aluminum and 1410 joints. Sofar it's been great I got the 5" straight pipe from mbrp it's great except thhe drone planning to put a resonator on when I have the extra money. Thanks for your response hope to meet you and Todd and the whole place one of these days.
Living in GER I/we usually do not drive automatic - if "so" it is a double clutch.
Therefore stall speed was always a little hard to understand. Great explanation!
But still: Your videos are underexposed > too dark. I think ~ 1 stop. = next time exposure compensation up +1. Obviously your automatic setup is too dark.
@@pddofficial right, I see. A mainly black CI can be an issue (for you) ;-)
If the stuff you were showing woudn´t be interesting I would bother.
You had me at fat shaft ......... 😐
🚨👉👍
Auto trans aside..... Why no manual transmission option?
jesus trevizo because manual transmissions are slow.
48re is the shiz! Lol!
They way I take it is never use a single disc behind a cummins
I sense a little "friction" between these hosts
first comment #4btrangerswapftw
I have a 6spd so I don’t have these problems 😂
No! Soon as the turbo starts to spool the Duallies start to smokin!
V10. Lol
Did Will edit this video? He seems like he’d be the type to make that annoying intro.