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Dynamic last won the day on July 18

Dynamic had the most liked content!

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About Dynamic

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    Transmission Builder

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  1. The band simply does not wear that much unless something is drastically wrong, and 1/8" would be WAY too tight, and you'd likely have a pretty good tie-up on the 2-3 shift. 5/16" is really what you're after there. With a 3.8:1 band lever, this is appx. 2-1/4 turns out. You'll never lose a band anchor at that setting, your pin will contact the lever nearly perfectly perpendicular eliminating side loading of the pin, and your 2-3 will be nice and clean, assuming the correct direct clutch clearance and servo return spring rate for the line pressure that you're running. You should be adjusting your bands every 30K miles. Some guys like to cheat the band on the loose side to compensate for the fact that they don't have enough servo return spring rate for the line pressure they have. A loose band setting will preload that spring a greater amount for more spring rate to get the band off quicker. It's a bandaid for an improper setup, and you really need quite a bit more spring rate if you're running any real pressure. It also puts the apply pin contacting the lever at a pretty good angle, which will side load the pin and wear your servo cover egg-shaped, which will in turn exhaust direct oil. The other down side of running that loose is that the band anchor can fall off.
  2. Haha... Not that loose... If you're setting the band loose enough that the band anchor falls off, you need to reevaluate your setup.
  3. If you're getting a TPS code, you need to start there. While the 1st - 3rd gear shifts are hydraulic in nature, the PCM generates the governor signal electronically based on several inputs, with the TPS being one of them. The other question that needs to be answered is why did the band anchor fall off? How worn out is your intermediate band?
  4. Dynamic


  5. The 24 valves are notorious for killing the engine when dead cold, and with too tight of a converter, typically after some sort of build with a poorly built converter or one with too low of a stall speed (very common). When you put the transmission in gear (any gear; 1st, reverse, 2nd, 3rd, 4th...), and the converter is full of cold, thick fluid, it will pull the idle speed down faster than the pump can fuel the engine to bring it back up. Once the fluid warms up a bit, this symptom typically goes away.
  6. Dynamic

    Building the 47RE

    Yeah, you'll want a good valve body and converter for sure, and a billet input shaft would be a good idea as well. The stock input shaft will hang in there (with good VB calibrations) to about 400-425 hp. I'd lean toward a billet shaft where you're at. I would also make sure you have a billet accumulator piston, reinforced band strut, and at least a billet intermediate servo cover (if not a full billet servo). A billet Low/Reverse piston would be a nice add as well, but you'll have to pull the OD to change that. There are also some internal setup changes I would recommend (better clutches, band, increased clutch count, etc.), but again, you'll have to go all the way in there to make any changes there. With a 62mm turbo in a 2nd Gen, you'll want a stock stall speed converter. I absolutely would NOT let anyone talk you into a low stall or you'll have a smoky pig off of the bottom. I've got a 2nd Gen in the shop now that I'm working with Dynomite Diesel on that we had to build in a super hurry due to a completely unexpected broken stock input shaft. (It is the tow rig for a pretty serious pulling truck, and they needed to get to a big event.) I only had 2 days to get the build done, and the only converter we could get our hands on in that time frame was a low stall billet triple. It's a great converter, and I use them all the time, but with the compounds that this truck has on it (62mm small turbo), it is an absolute pig out of the hole. We have a stock stall from DPC on its way as I type this...
  7. Dynamic

    2006 48RE weak reverse

    Your pressures, while somewhat on the low side, should work. It sounds like you could have a broken rear band or something broken in the servo. It would be tough to give an exact diagnosis without actually looking at it, but either way, you're looking for a problem with the rear band/servo in my opinion. FWIW, there are no electronics involved in either Reverse or Manual Low. Both are 100% hydraulic in function.
  8. I was just giving you a hard time. You're right in Firepunk's backyard, so you're probably right. Shipping would be a bit spendy, I would imagine. I ship them all over the west coast, and a few to the Minnesota/Wisconsin area, but none as far as Ohio.
  9. Depends upon where you shop! LOL You'll definitely want a billet flex plate if you're shooting for those numbers.
  10. Don't get me wrong, Transgo has some products that do work really well (Ford E4OD/4R100, Ford 5R110, Allison 1000 to name a few), but the 4-speed Dodges are not one of them. The 4-speeds really just need so many refinements and a "shift kit" will not address them all.
  11. Oh boy... Don't get me started on that one...! LOL
  12. I absolutely agree that labor is where the largest profit lies. For the most part, I just R&R and build transmissions for diesel pickups (Dodge, Ford and GM). That keeps me busier than I want to be 99% of the time. But even at the fever-pitched pace that I'm always running at, I will still R&R a transmission for someone for just labor. I work quite a bit with Diesel Power Products here in Spokane, and they're a huge BD dealer. Every once in a while, they refer one of their retail customers to me for installation of a BD transmission. I'm always willing to do a job like that. I'm equipped for it, I do it all the time, it doesn't take me very long, and it's just "free" money from a business standpoint. Plus, and I've always said this...the greatest part of my job is the cool people that I get to meet in the process of doing it. There are many of you right here on this forum! Doing a quick R&R job for someone simply adds one more to that number...
  13. I guess it would depend upon the application. The most this truck will ever see is gravel roads.
  14. Give me a call. I can fix you right up...
  15. Yeah, I'm not a big fan of removing the heat exchanger, but I do understand why people do it. The stock cooling system on the 3rd Gen does have its weaknesses, hence my thermostat delete kit, but I don't have much trouble with 2nd Gen systems. This gentleman just wanted some additional capacity, and OH BOY did he get it! That setup works amazing!