"Built" Allison longevity?

[DieselS10]

Hey guys, I was talking to a local transmission shop today and asked them a question that they couldn't answer specifically about a built Allison, so I thought I would throw it up here.

When installing performance parts in the Allison transmission such as a triple disc converter, performace clutches and steels and shift kits like most of the kits on the market offer, what does it do to the longevity of the transmission? Is it still capable of 100,000+ trouble free miles (with proper maintenance and without abusing it) with these type parts or are you trading longevity for performance?

Any opinions/experiences?

 

[bullfrogjohnson]

It depends who builds it and yes they can live for awhile. I have 50K+ on my original trans build. It has not been treated nicely either.

 

[carter_44]

All depends on driving habits, who the builder is, and power levels. A built trans at stock power is going to last forever. A built trans at 1500hp won't.

 

[Righteyeblind]

I have 600-650hp on mine for 80k with no issues. After I went to a big turbo set up my 1057 didn't like it though. Tuning and who built it. I've beat the crap out of mine 100+ passes and lots of towing.

 

[1chevy02]

I have 50+k on mine at 500ish rwhp. ML Precision converter and Gmax. Towed a lot with it and the only thing I noticed so far is that the converter seems slightly "looser" than when I first installed it. I might just be getting more used to it.

 

[Mike L.]

I agree with everything these guys said.

 

[05_LLY]

I have roughly 70 k on the 4~5year old sc4 in our puller, has never been under 500rwhp and is currently @ 900+rwhp!

 

[duratothemax]

I have 160k on my 6-year-old suncoast IV (not gmax). Its seen twins, built motor, couple hundred 1/4 mile passes etc... Never missed a beat!

I am on my third converter though. My first 1057 loosened up after probably 80k miles. I sent it back to suncoast to be refreshed, and whatever they sent me back was definitely not a 1057. Oh, it was stamped "1057", but it sure didnt feel like a 1057....so who knows what converter they gave me back when they "refreshed" it. I put up with that boring converter for probably another 30k(?) before finally putting an ML in it and I havent looked back.

All of the converter swaps have been when the engine was out of the truck, so technically in 160k miles, my trans has never even been out of the truck.

If/when I get the next built motor done for my truck, I dont plan on refreshing the trans. I want to hammer on it and see just how much it will take.

I have built many other Allisons that have over 100k on them as well, FWIW.

 

[teamblueyam450]

I have beat mine the last 2.5 years and still going. Pulled it apart when I broke the tail housing and everything looked good!!

 

[DieselS10]

Great info guys, I was just curious how the Allison reacted to theses type mods. I don't plan on crazy power, but I tend to get a little carried away with the modifications at times so I plan on grossly over building the tranny compared to the initial light engine tuning that it will recieve. It won't be abused either, it will be a driver that sees regular daily duties, trailer pulling and some ocassional brisk runs to the speed limit with rock crawling duties on the weekends. Which brings me to another question that you guys may be able to help with. Do the triple disc convertors have about the same stall characteristics as the stock units? I have twin transfer cases in this thing and when in double low it can be a little difficult to stop it even at idle, any change in that department?

And lastly, Mike, are you getting any closer to being able to release any info on the kit you are working on?

 

[1chevy02]

I noticed mine was harder to stop in 4 low when I installed the ML Precision converter. Not bad just had to press the brake slightly firmer and I am used to it now.

 

[THEFERMANATOR]

My ML definately has a good bit of bite to it in 4LOW, so much so I have to go to neutral before park when in 4 low because it torques the bURB enough that if I don't I get a NASTY ratcheting sound when it unloads the driveline and engages the parking pawl(it also throws a VSS code when it does this). It's manageable, but you will notice a difference.

 

[Sledhead]

All of the converter swaps have been when the engine was out of the truck, so technically in 160k miles, my trans has never even been out of the truck.

I thought that would be a biatch to load the converter in the truck?

 

[duratothemax]

I thought that would be a biatch to load the converter in the truck?

Not at all

 

[Mike L.]

Great info guys, I was just curious how the Allison reacted to theses type mods. I don't plan on crazy power, but I tend to get a little carried away with the modifications at times so I plan on grossly over building the tranny compared to the initial light engine tuning that it will recieve. It won't be abused either, it will be a driver that sees regular daily duties, trailer pulling and some ocassional brisk runs to the speed limit with rock crawling duties on the weekends. Which brings me to another question that you guys may be able to help with. Do the triple disc convertors have about the same stall characteristics as the stock units? I have twin transfer cases in this thing and when in double low it can be a little difficult to stop it even at idle, any change in that department?

And lastly, Mike, are you getting any closer to being able to release any info on the kit you are working on?

Waiting on production now.

 

[dmaxfireman]

I thought that would be a biatch to load the converter in the truck?

gotta pull the motor...

 

[fast03]

Mine 2003 had a inglewood tran built SC3? precision converter. It had about 130k on it and had done heavy towing, few sled pulls, drag racing and a teenage son. seemed pretty good when I sold the truck, but I think the converter was getting looser. wish I had this new one built. Hate the way it is slow to shift.

 

[Sledhead]

gotta pull the motor...

Yes, I got that part. I can't recall who but someone told me the converter had to go straight down onto the vertical I/P shaft. Bad info.

Back OT, I hope to get over 100K miles on mine, guess I should have wrote down when I put it in

 

[duratothemax]

Yes, I got that part. I can't recall who but someone told me the converter had to go straight down onto the vertical I/P shaft. Bad info.

Back OT, I hope to get over 100K miles on mine, guess I should have wrote down when I put it in

"comparatively", yes, its easier to get the converter seated all the way with the trans standing vertical. It would probably be really difficult for someone who has never done one before to get it seated all the way with the trans sitting horizontally...but after you get the practice of doing a couple dozen of them, its no harder to do it horizontally vs. vertically.

Ben

 

[x MadMAX DIESEL]

"comparatively", yes, its easier to get the converter seated all the way with the trans standing vertical. It would probably be really difficult for someone who has never done one before to get it seated all the way with the trans sitting horizontally...but after you get the practice of doing a couple dozen of them, its no harder to do it horizontally vs. vertically.

Ben

What would make it so hard to get it to seat? Just alittle giggling and pushing doesn't work out as good as it seems like it would??

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