[quote author=AlpineRAM link=board=7;threadid=12310;start=15#116879 date=1047883511]<br>StakeMan, do you work for ATS ? (As for saying you could lose your job)<br>[/quote]<br><br>My moderator job. :<br><br>I do not work for ATS.

 

StakeMan, PourinDiesel:

As I see the pic of the Tripleloc there is the Piston with tabs gripping the second steel disk from the left ( looking at the pic on the ATS website) and one steel disk with tabs on the outside gripping the cover when engaged.
There is a friction plate (on the left of the cover) that will hold per friction against the cover. The connection between the two steel plates is achieved by the second friction plate from the right, and the connection to the piston is achieved by the left friction plate.
So the only way I can imagine this thing locking up without the friction plates in would be that the outside tabs of the piston would mash with the inside tabs of the cover. But I do not think that ths is the case, because it would mean that you'd have that mesh during applying the lockup clutch too.

So, be assured that I do not want to badmouth anybody or any vendor. But I think that a statement like that &quot;
I heard they tested one setup and it engaged very hard and did not slip. They cut it open to see that the clutch material had been left out. Interesting test, wouldn't you say? &quot;
should be commented by ATS, because I think it sheds a very bad light n the company. &quot;Simply forgetting to put parts in, and havingg to cut their own stuff open to find out what's wrong&quot; is somewhere in the line of what some people would say to this.

But maybe I am still completely wrong about the whole thing ???

AlpineRAM

Edit: I posted this on the ATS forums. (same username as here)

 

StakeMan:<br><br>Thanks for the info about your &quot;job&quot;. <br><br>And my compliments for keeping this discussion civilized.<br><br>AlpineRAM

 

I've had my triplelock and ATS tranny for 25,000 miles and 8 months now, and it's still working flawlessly. The last filter and fluid change (~12k miles) showed clean fluid and just a hint of metal on the pan magnet. The fluid &amp; metal content on my truck and tranny was MUCH better than the look of the same on a bone stock truck that I pulled a valve body out of a few weeks ago. As to the power transfer, my truck has spun all four tires on a hard 4wd launch and has spun the rears from a stop light with a 7000lb cargo trailer attached. Like Justin, I beat my truck senseless on a daily basis and it's holding great. The only complaint with the tranny I can think of is that it wears my rear tires out too fast! You can't go wrong with the ATS tranny.... you get what you pay for!<br><br>John

 

Alpine,<br><br>I talked to ATS today and discovered that I was wrong. My statement about the triple-lok and no clutch fibers was not true. I want to apologize to ATS, and the members of the DTR. It was not my intent to spread misinformation. :-[

 

well It looks like I will end up going with ats. Why because the dtt installer has not returned my phone calls or has he been able to give me a solid price. Has anyone installed their own trans from ats is there much setup after the install? If so what did you have to do? Matt

 

regarding the ats torque that locked up hard were they using a powdered metal friction plate setup some industrial transmission use this type of friction plate and are very firm when shifted &lt;read as actually neck snapping hard&gt; unless a trimmer or modulator is used on that clutch when shifted

 

[quote author=StakeMan link=board=7;threadid=12310;start=30#117152 date=1047942859]<br>Alpine,<br><br>I talked to ATS today and discovered that I was wrong. My statement about the triple-lok and no clutch fibers was not true. I want to apologize to ATS, and the members of the DTR. It was not my intent to spread misinformation. :-[<br>[/quote]<br><br>Read my post above darryl.

 

yes i understand that they did install lockup plates i did not ask my question properly my question is did ats build that particular torque with a powdered metal lockup disc set to increase the torque carrying capacity of their convertors but found that the metal discs were extremly harsh upon lockup or is it a misunderstanding that ats even had a harsh shifting torque or does ats not want to talk about any type of disc that they may be working on besides the standard cellouse disc or the sonnax woven kevlar or a hybred cellouse/kevlar blend?

 

darryl,<br><br>It was my misunderstanding. :-[

 

actually i am pretty blunt sometimes &lt;and not very clear&gt; but i would really like to know if ats is working on different lockup disc material compositions

 

Sorry, but I have no answer for you.

 

Thanks StakeMan !<br> <br>I never wanted to imply that you do BS-ing but I thought that there is something not working out in this story. <br><br>cumminsgetsome: If you go with ATS I'd consider it a good move to tell DTT why you didn't go with them. This will help DTT to improve, therefore ATS must improve, making DTT having to improve etc , and we all end up with better trannies <br><br>AlpineRAM

 

<br>CMS_PWR <br>I think there may be some misunderstanding here. The topic was weight. My point was that a flywheel, clutch disc, and pressure plate weigh quite a bit more than a TC. I work for a company that makes industrial gas turbine engines. The rotors in those engines weigh over 20 tons and they rotate on four pads of babbit that measure 10&quot;X11.25&quot;. That comes out to 88.89 pounds sq. in. of force on the bearings. One man can rotate the 20 ton rotor by hand on these bearings. The issue of bearing life is balance not weight. These bearings last years one turbine ran for 10 years continuously at a chemical plant without being shut down. After it was shut down the bearings were measured and found to be within factory specification. If the weight of rotating mass was a factor these turbines would not run any length of time due to their rotating mass. My view is that the weight of the TC is only an issue to one company who believes they are the only people that have all the right answers.<br><br>Edward<br>

 

excellent point on the balance issue warped and twisted flexplates have caused misalignment issues on the input bushing which cause leaks and a woreon 1 side only convertor hub the old mt653 allison has a bushing input and a torque that weighed twice what a billet cover 47re torque weighs and with proper alignment and center line checks caused no problems<br>i would like to also correct my previous post about friction material it should read cellouse,woven carbon,kevlar, hybred cellouse/kevlar sorry for the confusion