Any part you have bought for an existing 5-speed will work with this kit. Q) Will this work with my 3.16 RG and current Limited Slip?Ī) Yes. I've been extremely busy preparing for TDIfest, consequently I don't live on the forums anymore, but still am around as much as possible. ![]() Alternatively the last couple seconds of this clip should sum it all up nicely. Just look at some of the cool stuff we have and that should answer your question. Meanwhile, here is a pic of our first working unit.Ī) Obviously you don't know me too well. ![]() We will update this thread with information as it becomes available. This is not limited to the TDI either, this kit will also work for the gassers. The plan is to start with the 02J, but as interest grows for other kits we will expand. We will have options for taller ring and pinions, and probably eventually we'll have a custom R&P that can be installed. There will be different price levels depending on what you want to do. Everything needed to do the swap will be included in this kit. You will therefore retain your original clutch, starter, axles, mounts, shift box/linkage, etc. This is a complete bolt on kit to turn your 02J 5-speed transmission into a 6-speed. Finally, lot of things, we are ready to post this up. Towing our 11,700-pound race setup (car, golf cart, tools, and such in a 28-foot enclosed hauler), in two evaluations across the same 125-mile route, fuel economy averaged 11.4 mpg (about where mileage was with the E4OD and the truck NOT towing) markedly higher than 9 mpg with the four-speed transmission.Well folks, this kit has been a work in progress since 2005. Since this test, fuel economy is consistent for city (14.6 mpg/typically Fourth gear) and freeway (17 to 19 mpg) driving. With the new gearbox, mileage increased to 19 mpg (22 mpg/only sipped 3 gallons during one 66.4-mile stretch) for the same distance, while also cruising at 65 mph, with the transmission in Sixth gear. On our outbound trip with the E4OD four-speed automatic and ECM programming set to a “Stock” tune (note that the truck’s 7.3L Power Stroke engine is upgraded with 160cc/30-percent-over injectors and a high-volume lift pump), the 8,400-pound dualie averaged 11.5 mpg over the course of 350 miles (65 mph, transmission in Fourth gear). Given the rising fuel prices in California (almost $4.00 per gallon for #2 diesel in some areas of L.A.), it’s something we really appreciate. While the performance differences presented in the chart are dramatic…and impressive, more impressive is the effect the Allison 1000 six-speed automatic has on Big White’s fuel usage. The transmission’s low First gear (3.1:1) also limits hammer-down/ from-a-standstill takeoff performance (the truck will lag a bit, then take off as boost comes up), unless, of course, it’s dragging a loaded, heavy trailer. So, don’t think that after several miles of highway and then street driving, the Allison will adjust quickly enough to provide lightning-fast shifts at wide-open throttle if you accelerate hard from a dead stop. The caveat here is that while adaptive learning technically happens on the fly, it is not an immediate/ instant process. While tuning/custom-calibrating is not possible with the CA system, thanks to Allison’s Adaptive Learning technology, our setup’s baseline shift strategy (technically for a medium-duty, industrialstyle diesel engine like a Cummins) is automatically modified during road testing to support the ways in which Big White is driven and used. ![]() See all 42 photos 42 photos Mat loads a pre-programmed Allison transmission map into the TCM (programs are developed based on an engine’s torque output across its rpm band). It also has a billet piston and L-trim stator and a braised impeller and turbine. The zerobalance, 1,900-rpm-stall torque converter in the package features five redesigned (square-tab) clutch packs and pistons that provide better clamping on the pressure plates, ensuring separator and clutch plates are properly applied and provide even pressure. The channel and valvebody castings are machined to eliminate cross leaks, a critical step that confirms the valvebody’s hydraulic integrity. Custom A- and B-trim valves are installed in the valvebody to increase hydraulic pressure and volume to the clutch packs, as are new solenoids for greater overall reliability. Inside the Allison, ATS adds a modified pump for increased fluid flow and cooling and reworks the hubs, drums, shafts, and planetaries to resolve an issue these parts have with cracking in severe-use situations. Here’s a look at the internal makeup of an ATS Diesel Performance Stage 1 LCT1000 six-speed automatic transmission and TripeLok torque converter.
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