Trans refresh

[mike diesel]

About ordered some goods online this afternoon for my trans refresh. Then decided to give my local allison dealer a call. Glad I did, save me a lot of money. Originally went in to get some gaskets, walked out with gaskets, deep pan, both filters and a new magnet for the spin on for $108!

My trans works perfect right now but i want it fresh for this coming season. Got about a month and a half before the track opens. My freshing up will consist of deep pan, new filters, new fluid, mike l pressure spring (probably won't use the shim), and new c3 clutches.

My question is Should i just throw in some new alto c3's to replace the altos that are already in there or should i go with something else? I can get the new altos for $75 shipped and at my power level they have been great. Don't really have plans anytime soon to build the motor either...

Trans was built by myself with an alligator stage 5 kit with ML converter.

 

[03spoolindmax]

That's a pretty good deal for all of that. I'm about to stop at my allison dealer to see what I can get a deep pan for.

As far as the clutches go. That's not my area to give any advice. I'm sure someone with way more experience will chime in.

Good luck with the build :thumb:

 

[mike diesel]

That's a pretty good deal for all of that. I'm about to stop at my allison dealer to see what I can get a deep pan for.

As far as the clutches go. That's not my area to give any advice. I'm sure someone with way more experience will chime in.

Good luck with the build :thumb:

Deep pan was $55 and the deep filter was $21:thumb: No waiting/shipping charges either!

 

[mike diesel]

Now i have an idea how to modify the converter flow valve for zero pressure drop on lock up but if someone could explain it better i would appreciate it.

 

[Evan@InglewoodTrans]

At your power level I would just put the Alto reds back in and call it a day.

 

[mike diesel]

^^That's what I'm leaning towards. Cheap and easy and it works great.

 

[mike diesel]

Well i went ahead and ordered the new alto c3's. Depending when they show up will depend if I start the refresh next week or not. I'm quite excited to say the least.

 

[Muff]

Now i have an idea how to modify the converter flow valve for zero pressure drop on lock up but if someone could explain it better i would appreciate it.

X2

 

[TLKDRTYLLY]

Now i have an idea how to modify the converter flow valve for zero pressure drop on lock up but if someone could explain it better i would appreciate it.

X3

I just ordered the Suncoast Gmax 5-3 Raybestos with the Precision "Diesel Addiction" series converter. Plan on building it next weekend. Now I'm hunting for any tips and tricks to help get a little more out of the trans. I plan on racing this truck up here at New England Dragway this year. I also just ordered the D.H.D. torrington bearing kit, figured while the trans was out, I may as well do it right. Anything else that can be done?

 

[Muff]

Mike L you bored on a sunday night? Anybody care to educate us on the conveter flow valve modification.

 

[03spoolindmax]

http://www.duramaxdiesels.com/forum/showthread.php?t=45809

The info is on this thread

 

[Muff]

http://www.duramaxdiesels.com/forum/showthread.php?t=45809

The info is on this thread

Cool i guess i was been lazy and didnt do enough research. Im gonna start reading!

 

[Mike L.]

Mike L you bored on a sunday night? Anybody care to educate us on the conveter flow valve modification.

OK
Let's start from the beginning.
The converter flow valve regulates pressure to converter clutch so it doesn't get too much pressure and hurt the clutch lining. It also protects the crank shaft from getting too much shock.
When the F trim solenoid fires it send a signal to stroke the converter flow valve and apply the converter clutch. It also feeds main line pressure and partially blocks the pressure regulator valve and drops 100 psi any time the converter clutch locks. This pressure drop is seen across the whole system including the trans clutches. This is good for a comfortable feel on converter clutch apply and the crank. In a stock truck it works great.
Now we add a bunch of power. We jump on the throttle to enjoy this power and by doing this the converter clutch applies in second gear ( yes even in O/D without being in T/H ) We just dropped 100 psi with more power. Not Good. Remember; anytime the converter clutch applies , wether in T/H or O/D this happens. The clutches in the Alli can not hold the power under low pressure. So we modify the valve so that the pressure does not drop and the clutches in the converter and trans clamp better. The apply on the converter clutches might feel harsh. This can feel uncomfortable towing a trailer, and can not be good for the crank shaft. Consider that we added 15 pounds of weight with a billet converter and threw a few extra clutches to boot to the crank.
If we don't do this, the Alli will not hold. Big dilemma. Damned if you do and damned if you don't.

 

[03spoolindmax]

OK
Let's start from the beginning.
The converter flow valve regulates pressure to converter clutch so it doesn't get too much pressure and hurt the clutch lining. It also protects the crank shaft from getting too much shock.
When the F trim solenoid fires it send a signal to stroke the converter flow valve and apply the converter clutch. It also feeds main line pressure and partially blocks the pressure regulator valve and drops 100 psi any time the converter clutch locks. This pressure drop is seen across the whole system including the trans clutches. This is good for a comfortable feel on converter clutch apply and the crank. In a stock truck it works great.
Now we add a bunch of power. We jump on the throttle to enjoy this power and by doing this the converter clutch applies in second gear ( yes even in O/D without being in T/H ) We just dropped 100 psi with more power. Not Good. Remember; anytime the converter clutch applies , wether in T/H or O/D this happens. The clutches in the Alli can not hold the power under low pressure. So we modify the valve so that the pressure does not drop and the clutches in the converter and trans clamp better. The apply on the converter clutches might feel harsh. This can feel uncomfortable towing a trailer, and can not be good for the crank shaft. Consider that we added 15 pounds of weight with a billet converter and threw a few extra clutches to boot to the crank.
If we don't do this, the Alli will not hold. Big dilemma. Damned if you do and damned if you don't.

Great explanation. Thanks mike :thumb:

 

[Muff]

OK
Let's start from the beginning.
The converter flow valve regulates pressure to converter clutch so it doesn't get too much pressure and hurt the clutch lining. It also protects the crank shaft from getting too much shock.
When the F trim solenoid fires it send a signal to stroke the converter flow valve and apply the converter clutch. It also feeds main line pressure and partially blocks the pressure regulator valve and drops 100 psi any time the converter clutch locks. This pressure drop is seen across the whole system including the trans clutches. This is good for a comfortable feel on converter clutch apply and the crank. In a stock truck it works great.
Now we add a bunch of power. We jump on the throttle to enjoy this power and by doing this the converter clutch applies in second gear ( yes even in O/D without being in T/H ) We just dropped 100 psi with more power. Not Good. Remember; anytime the converter clutch applies , wether in T/H or O/D this happens. The clutches in the Alli can not hold the power under low pressure. So we modify the valve so that the pressure does not drop and the clutches in the converter and trans clamp better. The apply on the converter clutches might feel harsh. This can feel uncomfortable towing a trailer, and can not be good for the crank shaft. Consider that we added 15 pounds of weight with a billet converter and threw a few extra clutches to boot to the crank.
If we don't do this, the Alli will not hold. Big dilemma. Damned if you do and damned if you don't.

Excellent thanks for the info mike, I read the other thread and seen how to modify the valve. Now i just gotta get a trans kit ordered!

 

[SickLL7Crenshaw]

Very good info right there. Thanks Mike

 

[Evan@InglewoodTrans]

Good info

 

[Mike L.]

Good info

You already knew that Evan.

 

[TLKDRTYLLY]

OK

Let's start from the beginning.

The converter flow valve regulates pressure to converter clutch so it doesn't get too much pressure and hurt the clutch lining. It also protects the crank shaft from getting too much shock.

When the F trim solenoid fires it send a signal to stroke the converter flow valve and apply the converter clutch. It also feeds main line pressure and partially blocks the pressure regulator valve and drops 100 psi any time the converter clutch locks. This pressure drop is seen across the whole system including the trans clutches. This is good for a comfortable feel on converter clutch apply and the crank. In a stock truck it works great.

Now we add a bunch of power. We jump on the throttle to enjoy this power and by doing this the converter clutch applies in second gear ( yes even in O/D without being in T/H ) We just dropped 100 psi with more power. Not Good. Remember; anytime the converter clutch applies , wether in T/H or O/D this happens. The clutches in the Alli can not hold the power under low pressure. So we modify the valve so that the pressure does not drop and the clutches in the converter and trans clamp better. The apply on the converter clutches might feel harsh. This can feel uncomfortable towing a trailer, and can not be good for the crank shaft. Consider that we added 15 pounds of weight with a billet converter and threw a few extra clutches to boot to the crank.

If we don't do this, the Alli will not hold. Big dilemma. Damned if you do and damned if you don't.

Thanks Mike, appreciate the time you took to explain that.

 

[ALLY Fox]

OK
Let's start from the beginning.
The converter flow valve regulates pressure to converter clutch so it doesn't get too much pressure and hurt the clutch lining. It also protects the crank shaft from getting too much shock.
When the F trim solenoid fires it send a signal to stroke the converter flow valve and apply the converter clutch. It also feeds main line pressure and partially blocks the pressure regulator valve and drops 100 psi any time the converter clutch locks. This pressure drop is seen across the whole system including the trans clutches. This is good for a comfortable feel on converter clutch apply and the crank. In a stock truck it works great.
Now we add a bunch of power. We jump on the throttle to enjoy this power and by doing this the converter clutch applies in second gear ( yes even in O/D without being in T/H ) We just dropped 100 psi with more power. Not Good. Remember; anytime the converter clutch applies , wether in T/H or O/D this happens. The clutches in the Alli can not hold the power under low pressure. So we modify the valve so that the pressure does not drop and the clutches in the converter and trans clamp better. The apply on the converter clutches might feel harsh. This can feel uncomfortable towing a trailer, and can not be good for the crank shaft. Consider that we added 15 pounds of weight with a billet converter and threw a few extra clutches to boot to the crank.
If we don't do this, the Alli will not hold. Big dilemma. Damned if you do and damned if you don't.

Would a little defueling help those harsh shifts? When I'm towing my 5th wheel, my 1-2 and 2-3 shifts really slam if I'm pulling hard to get on an uphill freeway ramp. Broken crank isn't something I want to have....