Rogan

Valve body is back in. I've made some mods (per Ernie's direction) to also include a lockup in 1st and 2nd while I had it apart. I test drove it. Technically, I should be able to start the truck, put it in gear, and flip the toggle to stall the truck when the TCC engages. Well, the only thing that happens is the RPMs drop about 50-75rpm. Turn the toggle off, and they raise back up 50-75rpm. So now I'm wondering if the 3disc billet converter is fubar'd. I know the VB has circuitry that controls the TC engagement, via fluid path, but there's no real way I know of to test whether or not the valve is truly closing off all fluid flow to the TC, or whether the TC clutches aren't fully releasing, or whatever.. Some images: Dismantled Valve Body: trans pan after about 8000 mi. Fairly clean Billet Accumulator piston: http://imageshack.us/photo/my-images/96/k1tv.jpg/ Borg Warner GPS and Pressure Sensor: http://imageshack.us/photo/my-images/197/esym.jpg/ - - - Updated - - - Ok, this weekend, the trans, VB (again) and TC come out. TC gets shipped to Suncoast for diagnostics..

[TABLE=class: grid, width: 760, align: left] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]Model Year [/TD] [TD=width: 330, bgcolor: #FF0000, align: center]Horsepower[/TD] [TD=width: 330, bgcolor: #FF0000, align: center]Torque[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1989[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]160 hp @ 2,500 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]400 lb-ft @ 1,600 RPM[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1990[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]160 hp @ 2,500 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]400 lb-ft @ 1,600 RPM[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1991[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]160 hp @ 2,500 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]400 lb-ft @ 1,600 RPM[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1992[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]160 hp @ 2,500 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]400 lb-ft @ 1,600 RPM[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1993[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]160 hp @ 2,500 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]400 lb-ft @ 1,600 RPM[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1994[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]160 hp @ 2,500 RPM (auto trans) 175 hp @ 2,600 RPM (man trans)[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]400 lb-ft @ 1,500 RPM (auto trans) 420 lb-ft @ 1,500 RPM (man trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1995[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]160 hp @ 2,500 RPM (auto trans) 175 hp @ 2,600 RPM (man trans)[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]400 lb-ft @ 1,500 RPM (auto trans) 420 lb-ft @ 1,500 RPM (man trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1996[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]180 hp @ 2,500 RPM (auto trans) 215 hp @ 2,600 RPM (man trans)[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]420 lb-ft @ 1,500 RPM (auto trans) 440 lb-ft @ 1,500 RPM (man trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1997[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]180 hp @ 2,500 RPM (auto trans) 215 hp @ 2,600 RPM (man trans)[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]420 lb-ft @ 1,500 RPM (auto trans) 440 lb-ft @ 1,500 RPM (man trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1998[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]215 hp @ 2,700 RPM (auto trans) 235 hp @ 2,700 RPM (man trans)[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]420 lb-ft @ 1,600 RPM (auto trans) 460 lb-ft @ 1,600 RPM (man trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]1999[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]215 hp @ 2,700 RPM (auto trans) 235 hp @ 2,700 RPM (man trans)[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]420 lb-ft @ 1,600 RPM (auto trans) 460 lb-ft @ 1,600 RPM (man trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2000[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]215 hp @ 2,700 RPM (auto trans) 235 hp @ 2,700 RPM (man trans)[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]420 lb-ft @ 1,600 RPM (auto trans) 460 lb-ft @ 1,600 RPM (man trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2001[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]235 hp @ 2,700 RPM 245 hp @ 2,700 RPM (high output)*[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]460 lb-ft @ 1,400 RPM 505 lb-ft @ 1,600 RPM (high output)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2002[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]235 hp @ 2,700 RPM 245 hp @ 2,900 RPM (high output)*[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]460 lb-ft @ 1,400 RPM 505 lb-ft @ 1,400 RPM (high output) [/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2003[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]235 hp @ 2,700 RPM 250hp @ 2,900 RPM (SO) 305 hp @ 2,900 RPM (high output) [/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]460 lb-ft @ 1,400 RPM 460 lb-ft @ 1,400 RPM (SO) 555 lb-ft @ 1,400 RPM (high output) [/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2004[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]235 hp @ 2,700 RPM (CA) 250hp @ 2,900 RPM (SO) 305 hp @ 2,900 RPM (HO) 325 hp @ 2,900 RPM (HO) [/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]460 lb-ft @ 1,400 RPM (CA) 460 lb-ft @ 1,400 RPM (SO) 555 lb-ft @ 1,400 RPM (HO) 600 lb-ft @ 1,600 RPM (HO) [/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2005[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]325 hp @ 2,900 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]610 lb-ft @ 1,600 RPM[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2006[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]325 hp @ 2,900 RPM [/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]610 lb-ft @ 1,600 RPM [/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2007 [/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]325 hp @ 2,900 RPM (5.9L) 350 hp @ 3013 RPM (6.7L) [/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]610 lb-ft @ 1,600 RPM (5.9L) 650 lb-ft @ 1,500 RPM (6.7L) 610 lb-ft @ 1,500 RPM (6.7L w/ manual trans) [/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2008[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]350 hp @ 3013 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]650 lb-ft @ 1,500 RPM 610 lb-ft @ 1,500 RPM (w/ manual trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2009[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]350 hp @ 3013 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]650 lb-ft @ 1,500 RPM 610 lb-ft @ 1,500 RPM (w/ manual trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2010[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]350 hp @ 3013 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]650 lb-ft @ 1,500 RPM 610 lb-ft @ 1,500 RPM (w/ manual trans)[/TD] [/TR] [TR] [TD=width: 120, bgcolor: #FF0000, align: center]2011[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]350 hp @ 3,000 RPM[/TD] [TD=width: 330, bgcolor: #E9E9E9, align: center]650 lb-ft @ 1,500 RPM 610 lb-ft @ 1,500 RPM (manual trans) 800 lb-ft @ 1,600 RPM (Feb. 2011 upgrade)[/TD] [/TR] [TR] [TD=bgcolor: #FF0000, align: center]2012[/TD] [TD=bgcolor: #E9E9E9, align: center]350 hp @ 3,013 RPM[/TD] [TD=bgcolor: #E9E9E9, align: center]800 lb-ft @ 1,600 RPM (auto trans) 610 lb-ft @ 1,500 RPM (manual trans)[/TD] [/TR] [TR] [TD=bgcolor: #FF0000, align: center]2013[/TD] [TD=bgcolor: #E9E9E9, align: center]• 350 hp @ 2,800 RPM (manual trans) • 370 hp @ 2,800 RPM (68RFE auto trans) • 385 hp @ 2,800 RPM (Aisin auto trans)[/TD] [TD=bgcolor: #E9E9E9, align: center]• 660 lb-ft @ 1,500 RPM (manual trans) • 800 lb-ft @ 1,600 RPM (68RFE auto trans) • 850 lb-ft @ 1,600 RPM (Aisin auto trans) [/TD] [/TR] [/TABLE] per www.cumminsdieselspecs.com

Circa July 2009 http://news.pickuptrucks.com/2009/07/is-this-a-picture-of-the-cummins-light-duty-v8-diesel-engine.html

B&M: http://bmracing.com/wp-bnmcont/uploads/10227.pdf TCI: http://news.compperformance.com/Instructions/220500.pdf

Can't afford NOT to.. Sent from my SPH-L710 using Tapatalk 2 EDIT: So, I pulled the valve body out of the trans for the 2nd time in 4 days. I've been working with Ernie @ Suncoast Trans (Lead Dodge Tech for 20+ yrs) We found out that it is NOT a Suncoast VB (which sucks). But, Ernie has probably spent at minimum 8 hrs on the phone with me, over the course of 3 days, trying to help me troubleshoot/fix this trans. Let me add that he's doing this out of kindness and pure customer service. He could just as easily tell me to buy a new one or bug off, and I'd understand. But to go out of his way and help me work through a problem is totally awesome. We also determined that the nimrod that built the trans and VB (East Coast Diesel, no longer in business), was a moron. He put 2 valves in backward, and ground the wrong spots, drilled wrong holes, etc.. I'll hopefully have pictures up, maybe this evening.

I was talking to the Suncoast tech today, and he was on a website looking at a shift kit directions for me to follow.He said go to B&Ms site, and you can find it.. Well, I can't find it. I can't even find one on Google..Anyone seen one or know where to find one? It's basically a instruction manual on what hole needs drilled where, and how big, etc..I need to get this asap, as I've got the VB torn apart on the bench, and need to get it back together tomorrow morning.

the Suncoast 3 disk is normally 1900.

If you drop the lower knee bolster cover and/or lower column cover, does your button have the small 2-wire connector for the OD button? If so, you can get a small momentary switch from radio shack for a dollar or two, unplug the connector, poke the momentary switch wires into the truck-side connector, and test it with the small button. If it works fine with that temp switch, then the button in the stalk is flaky, most-likely. It pops out of the stalk.

fixed it for ya LOL

So I took a couple videos of the trans issues, and forwarded them to Ernie @ Suncoast. He reviewed them, but his pc has no sound, so he couldn't hear it. He called me last evening and wants me to drop the VB out of the trans and verify it is a Suncoast unit. If it is, he's going to send me some springs and some instructions on what he wants me to mod/change on the VB, rather than have the downtime of shipping it back/forth to FL. Which is cool.. As for the TC, that'll be a bird of a different color... This first video is 2 starts.. 1st is non-narrated. This one is a manually shifted take off with demonstration of the TC "flash" at speed..

OD not until 55? My truck, with the OD off and at 55mph is about 2700rpm

I finally got to talk to someone with a little knowledge @ Suncoast yesterday afternoon, and he stated that same thing, fire. :)Basically, he thinks there may be something wrong with the TC, and possibly the VB.. duh.

I got a couple gauges (0-100, 0-300) and a couple 1/8" NPT fitting, and tested the pressures per the chart above. I never heard back from Suncoast yet (go figure) on their specs. So here they are: Rear Servo: Reverse - Idle/WOT = 130psi/300+psi Front Servo: Reverse - Idle/WOT = 0psi/0psi (PROBLEM!) Accumulator: L - Idle/WOT = 80-90psi/145psi 2 - Idle/WOT = 95psi/142psi 1st - Idle/WOT = 100psi/140psi 2nd - Idle/WOT = 100psi/145psi 3rd - Idle/WOT = 90psi/142psi 4th - Idle/WOT = 92psi/170psi OD Clutch: 4th - Idle/WOT = 90-100psi/150-155psi Governor: This one was weird, and not anywhere like I was expecting. I understood it to be 1psi per mph (ex. 20mph = 20psi, 30mph = 30psi, etc.) It was NOTHING like that, nor was it linear.. Best I can tell is this: 10mph = 12psi 20mph = 40psi 25mph = 55-60psi 30mph = 70psi When it went into 4th + Lockup, it jumped +30psi, and pegged my 100psi gauge.. Now, if I only knew where to go from here LOL

Yeah, you really have to stay after the diff fluid changes and additives, especially if you tow a lot. If that modifier breaks down, the clutches will chatter and wear themselves out.

I haven't quite figured out what I'm gonna do, wood-wise. Dr's don't want me doing that kinda work just yet.. Which sucks.

I dunno what year your truck is, as there's no sig information, but the pre-98 trucks with the pull-type switch were commonly faulty.

so, yeah, this is still on-going.. I haven't done much with it lately, however. 245/75-16s, 4.10:1 gears, In OD/Lockup: http://forum.mopar1973man.com/attachment.php?attachmentid=5987&d=1375187051 Who else has 4.10s, and roughly same size tires with the 47re? What are you guys turning at this speed, rpm-wise? I'm really thinking it's in the OD section of the trans, now.. If I manually shift, it's a positive engagement and almost no slippage if I manually change 1-2-3 at 1800 or more.

I think it was around $400, including a new countershaft and gear. I replaced the bearings, seals, and a couple odds/ends. All my synchros and such were fine, so I just reused them.

From my understanding, the OE temp sensor is in the Pressure Sensor module that is mounted next to the Gov. Pressure Solenoid. That would be the case for all 47RE ('96-up). Your '94 was a 47RH. It has an externally-mounted temp sensor.

I've rebuilt my old 4500. it's not hard.

good luck, J~

Regardless, my trans would never pull a trailer up a 16% grade. 9 is a pita as is is lol!Sent from my SPH-L710 using Tapatalk 2

And I thought I had problems... Sent from my SPH-L710 using Tapatalk 2

MREs have a shorter shelf-life than Twinkies. ;)