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Dynamic

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Dynamic last won the day on March 21

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  1. Well, not being able to drive the truck and feel the way the converter is working, I'm pretty much not in a position to give advice on what to do. I can offer suggestions and share experiences to a point, but I simply don't have enough information to steer you in the right direction. The VP44 is not the greatest fuel system that ever came on a diesel, so I tend to agree with the Alaska guys that it can be somewhat normal, and perhaps a price you pay for lowering the stall speed. I certainly have seen this scenario...many times, and it certainly is a consideration when choosing stall speed. But $1300 for a Cascade S3 torque converter?? Ouch...
  2. Man, that sure sounds like a converter problem. An S3 really shouldn't be doing that, but there may actually be something wrong with it. It wouldn't be the first time I've seen it with the cheaper converters.
  3. Not necessarily. I'm just telling you that someone didn't setup the transmission correctly. Assuming that the direct clutch clearance is in a usable range, it can probably be fixed by reworking the valve body and intermediate servo. I'm not trying to make blanket statements about all transmission shops. What I AM saying is that modding a 47RE/48RE transmission is a LOT more than just jacking up the pressures. That's a part of it, but even within that, there are good ways to do it, and not so good ways of doing it, and ways of shaping the pressure curve to better suit the needs of the diesel engine that, quite honestly, the average bench build guy at the local shop will not understand. They can follow "shift kit" instructions, and that's where most local shop builders stop. Unfortunately, you didn't even get that. They just threw some Sonnax valves in it and sent it down the road. That is unfortunate...
  4. Yeah, that's a Cascade S3 converter. Cascade has been out of business for several years now. Not a terrible converter. I used to use them from time to time. They do tend to be on the tight side, but usually worked fairly well. Scanning it will not tell you anything. Even if the TCC solenoid was commanded on, there's no oil at the TCC lockup valve until 2nd gear in a 47RE valve body. Again, the TV stop or TV cable will not have any affect on it. Does the truck stall when put into reverse as well as forward gear?
  5. I've seen this issue many times, and it almost always has to do with too tight of a converter. I kind of figured they were using Transtar converters and Transgo kits, which tells me really all I need to know. I'm not trying to beat up on them necessarily, but I do deal with "local shop" builds a lot. It would be helpful to know what part number of converter they used. If they used an S4 or an S5, that's too tight of a converter. Believe me, I've been through the wars with those Transtar converters way back in the day, which is why I will only use specialty converter builders now.
  6. I've never heard of Freeman Creek Transmission in Orofino, and I'm only a couple of hours from there. Oh well, I don't know everyone. Pressure is not going to stall the truck when you put it into gear, nor is a TV cable being out of adjustment. Set the TV cable for a 2900 rpm WOT 1-2 shift, and then leave it alone. And for the love of all that's holy, don't mess with the TV stop. That is set to a specific spec, and is not something to adjust. Your engine is seeing a load large enough to pull the engine rpm down faster then the fuel system can fuel it to stabilize the idle. About the only things that the transmission could do to cause that would be a stall speed that's too low, or something wrong with the converter; incorrectly assembled, failed stator sprag, sprag in backwards...something like that. A converter issue will typically be worse when cold because the fluid is thicker. I would love to know what converter part number they used. But, there's also the chance that the issue lies elsewhere.
  7. You can set your truck up however you want. I literally could not care less. But just don't tell me that the information that I share with these guys is incorrect simply because you think I'm "brand bashing" the pan you own. I happen to have very good reasons for everything I share on here, including my opinion on the quality of a Derale pan. You are certainly welcome to have and share your own opinion. If you're constantly beating your pan against rocks and debris, then maybe you do want a flimsy pan...or maybe a skid plate. I see between 200 and 250 of these transmissions every year (and have for a couple of decades), and I can't remember the last time I saw one come in with a pan that had been bashed in by rocks or debris. So, to me, needing a pan that is a sacrificial lamb for a rock-to-the-pan scenario is not even on my radar. But, I could tell you stories of broken valve bodies and cracked cases due to case flex, and of torsional rigidity issues that were indeed solved by using much more rigid aluminum pans. I use pans to hold oil and to strengthen cases. If the deeper pans that I use happen to drop the operating temperature of a transmission, then great. But if I need more cooling for some reason, I will address the cooling system.
  8. I "brand bash" Derale pans because they are flimsy, made of thin gauge metal, and I've had issues with them leaking, not because they don't strengthen the case. I simply don't like them, and won't use or recommend them. Feel free to endorse whichever pan you choose, but to say that the strengthening effect of a well built aluminum pan is a "side effect that isn't necessary" is not accurate. Most deep aluminum pans do use their extra capacity in their marketing (as would I if I were in marketing), but you can buy stock depth pans aluminum pans as well. What would be the purpose of that if it weren't to strengthen the case? Believe me, the strength gained from adding an aluminum pan is significant. But, what do I know...?
  9. A "side effect" that isn't necessary? I could show you much evidence to the contrary...
  10. What "shift kit" was used? What is the stall speed of the torque converter? VP44 trucks are notorious for not being able to fuel the engine quickly enough to catch the load of a converter with too low of a stall speed when cold. Plus, depending upon which "shift kit" was used (I'd guess Transgo if it was done by the corner transmission shop), there are a couple of things that can make it worse.
  11. I'm not a big fan of the Derale pan. It will not really do anything to strengthen the case, which is the primary purpose of putting a different pan on it, plus I've had some issues with them leaking. They are very thin steel, and I'm just not generally impressed with it. The beefiest pan that I've seen is the PPE. That is the one that I'm shipping my transmissions with these days.
  12. The main reason to use an aluminum pan is to strengthen the bottom of the case. There is literally no structure down there, and a good, heavy aluminum pan will strengthen the case by a pretty significant margin. The extra fluid capacity of a deeper pan is a nice benefit. It really doesn't matter if you have a filter extension or not. Some pans come with them, some don't. It doesn't really matter much. I don't really care how hot the fluid is getting, as long as it is being cooled by my cooling system. A good, well built torque converter, when working hard up around its stall speed will generate a lot of heat as it multiplies torque for you. Some guys like to watch the temp of the fluid coming out of the converter, and that's fine, I guess. But to me, it's fairly useless information because I know it's going to get hot (sometimes REALLY hot) while doing its job. I need to know how effectively the cooling system is removing that heat. That information comes from a probe in the pan. BTW, 157 degrees F is barely even warmed up yet. You DO need to have some temperature in the transmission. I like to see an operating range of about 150 - 190 degrees F. A transmission operating in that range is a happy transmission.
  13. Depends upon a lot of factors, not the least of which being pump volume. By the time you get the 3 clutches on, pressure on both sides of the intermediate servo, and the converter locked, a 47RE pump is up near its capacity, especially if there are excessive losses in the system, and/or excessive clearances in the pump.
  14. No, just a stock spring that's probably wound up a bunch, which can also be problematic. Most likely this guy's version of a "high performance" setup. It's not uncommon to have 3rd and 4th be a little different, especially with a 47RE.
  15. Those are bone stock line pressure numbers. So, we're dealing with a stock valve body with a couple of Sonnax valves in it. It completely blows my mind how little some transmission shops actually know about how this stuff actually works.
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