Ok guys, the phoenix is forming within the ashes. I will begin a teardown, inspection, and rebuild of my 47RH automatic transmission on the Lung. Along the way I'll shoot some pics and post some ramblings about what I'm doing.

Transmission will be upgraded with the following:
- Billet SFI rated flywheel
- Billet Input shaft
- Billet Intermediate shaft
- increased friction/steel counts
- upgraded hard parts: servos/accumulator piston/billet strut/anchor/4.2 apply lever
- Forward pattern manual VB (haters gonna hate)
- aftermarket stacked plate Derale heat exchanger with fan, mounted in the bed
- deep sump derale pan with cooling tubes
- gated shifter, mounted on fabricated console. either ATI or Winters/Art-Carr style.
- since OD and TC lock are electrically controlled, I will be incorporating some type of easily manipulated switches on/near the shifter to switch them on/off.
- will be removing factory fluid coolers as well.


The idea here is capability of withstanding abusive shifting and ~600whp (currently at 520). I currently have a triple disc TC that I will be using, it's a Goerend '15-blade left cut stator' model. The stall is lower than I would like it, so after the rebuild I may send it off to be tweaked. I'll also be doing a bed mounted battery setup to go along with the mods. Note that I am not a transmission pro, and this is my first trans build. I will be armed with a 1995 dodge FSM, an ATSG trans manual, and the minds and mouths of http://www.competitiondiesel.com. This is a WTFab production.

4/1/2011 4:57:02 PM

I'd be interested in seeing how you have all this plumbing arranged

4/1/2011 5:06:15 PM

whp is one thing but 600whp on a diesel is earth shattering torque.....

4/1/2011 5:54:42 PM

Quote :

"I'd be interested in seeing how you have all this plumbing arranged"

That ain't so hard; Jeepman has a fan-cooled cooler under his bed and a remote mount spin-on filter setup. Very sanitary.

Sounds fun as shit, Joey. You can DO it...ALL NIGHT LONG

4/1/2011 6:54:29 PM

^yeah mon!

^^urite, should be like 1000ft-lb currently (lost tach sensor on dyno run)

^^^outlet port of trans, flex hose to cooler in bed, flex hose from cooler to inlet port of transmission - simple enough no? COoler will be mounted appropriately, and I'll do a thermostatic fan controller

4/1/2011 9:30:28 PM

Another



Production.


And honestly, why bother with thermostatic control? Just run it with ignition?

[Edited on April 1, 2011 at 11:42 PM. Reason : world's largest picture]

4/1/2011 11:39:39 PM

sup

4/2/2011 6:09:30 PM

Quote :

"sup"

-chillin'



As far as thermostatic control goes- the shit comes with the kit, and I intend for it to aid in shortening the time to reach operating temperature.

I'm currently building a work table sized around my ability to easily handle the trans disassembly, 52"L x 30"W x ~30" top of work surface. I'm also working toward a ~1.5" top surface from two plies of plywood, so I can use it to hammer shit on. 2x6 table structure with 4x4 legs.

I've also been pondering OD/TC-lock control with adam, and I'm going to look into wiring up latching circuits so I can use momentary switches instead of toggles/etc.

4/2/2011 7:45:05 PM

not my best fabwork, but it's 100% functional. adam8778 says i need a perimeter lip to contain fluid spillage... beh.

4/4/2011 6:18:12 PM

If you weren't working inside your house i wouldn't say that.....


or, alternatively: Nice shooting bench.

[Edited on April 4, 2011 at 7:10 PM. Reason : ds ]

4/4/2011 7:07:44 PM

The notch is actually intended for a future mounting location to hold the transmission vertical; also provides the elusive 'inside corner' for hammering the fuck out of something.

4/4/2011 7:18:54 PM

http://www.youtube.com/watch?v=an87VwrH3sY

chew on this for a while. you can hear the trans slipping during the run; I've got some tuning to do as well... gotta get that transient fuel delivery spot on

4/5/2011 11:18:47 PM

honestly i know jack about diesel tuning... how do you go about fixing transient fueling ?

4/6/2011 2:31:31 PM

^ here's the short answer for my particular injection pump (Bosch P7100)



function:
When you go WOT, the gov lever, item #3, moves forward, and hits #1 (#2 limits total fuel delivery). As boost builds, #1 slides forward on it's shaft, allowing #3 to continue to move forward until 'full fueling' is achieved.

Assembly #6a is the Aneroid Fuel Control Housing - boost referenced fueling control. It controls the available fuel delivery via spring tension/rate, and boost signal from the turbo.

As well the governor spring setup (shown below cap #4) affects the initial engine accelerating response and overall fueling rpm range of the engine; it works in conjunction with the AFC to provide the overall transient engine response to fueling/tuning.


EDIT: the overall goal with optimizing transient fueling is minimize the amount of smoking before boost builds, decrease 'boost lag', and maximize powa!

[Edited on April 6, 2011 at 3:01 PM. Reason : -]

4/6/2011 2:53:23 PM

I was gonna ask you why you didn't do just like the rest of us morons and loosen the AFC spring to the point that she goes to full fuel immediately upon positive manifold pressure...but then I realize your P7100 with a heavy fuel plate will fuel much more heavily than my VE.

I guess in such a case, not only are smoke limits totally thrown out the window, but that much excess fuel can quench your fire, lowering exhaust temps and lagging a big turbo...

4/6/2011 3:24:22 PM

^^ effing awesome...

thanks....

4/6/2011 3:46:40 PM

^^yep. I'm currently at 20deg timing as well, so power delivery is shifting toward mid-range. Im going to have to play with getting some fuel to 'get it started', then dial in the spring rate/seat height/etc to keep it lean once it gets going. Lots to do!!!


^

[Edited on April 6, 2011 at 3:54 PM. Reason : -]

4/6/2011 3:53:38 PM

Pretty aggressive timing, yes? What speed do you have your engine governed to?

4/6/2011 4:39:21 PM

well, im ashamed to say its ~3,700, with a 4k kit. It probably needs some tuning as well, as I tried a few setups before my dyno run last year and run out of time where i was. It idles @ 900rpms, so i need to do some play with shims & shit. I tried a modification that a guy suggested, but it didnt work out as intended - the '3200rpm' mod, where you remove the smallest pair of springs from a 4k kit. Supposed to fuel harder to 3200rpm than the 4k's, and be more usable on a street truck.

Part of the trans build is also to install my 60# valvesprings, and purchase HD valvespring keepers & locks.

And yes the timing is on the low end of being aggressive, but the guy who built my injectors recommended the setting based on the injector build/pump/power levels/etc.

[Edited on April 6, 2011 at 4:52 PM. Reason : 160hp pump]

4/6/2011 4:51:24 PM

I have a really n00by question. Why is an automatic okay on a performance diesel? Seems like in most any sports car application, a manual is the only legitimate option, but I've read about several performance diesels (and I've read about very few in total) that have automatic transmissions. Is it just because a clutch would need to be ridiculously heavy to handle all the torque, and thus, a PITA to manipulate? I'm just guessing here.

4/6/2011 4:53:28 PM

Quote :

"I have a really n00by question. Why is an automatic okay on a performance diesel? Seems like in most any sports car application, a manual is the only legitimate option, but I've read about several performance diesels (and I've read about very few in total) that have automatic transmissions. Is it just because a clutch would need to be ridiculously heavy to handle all the torque, and thus, a PITA to manipulate? I'm just guessing here. "

fastest diesels out there with a manual trans are only inthe high 11.xx in the 1/4. There are people with big power who run manuals, but they dont race generally... You can build a manual, but in the end the guys making the biggest power are either pulling or drag racing, so manuals are out of the question.

- yes manipulation issues
- cost
- triple disc clutches are made, but then you get to the point of spending big money (for no gain in performance in racing)

[Edited on April 6, 2011 at 5:00 PM. Reason : -]

4/6/2011 4:56:44 PM

Thanks, I was just curious. I am intrigued by, but don't know shit about diesels.

4/6/2011 5:02:30 PM

Thanks for the explanation on the injection pump. I think I'd rather mess around with that than a carburetor. I frickin hate carbs.

You guys should've seen the 6.4 PowerStroke I saw at the dyno a couple weeks ago. over 800whp and of course no reading on the torque. I think if I ever got into diesels it would have to be a newer electronically controlled common rail design

4/7/2011 1:32:46 PM

Quote :

"Thanks for the explanation on the injection pump. I think I'd rather mess around with that than a carburetor. I frickin hate carbs. You guys should've seen the 6.4 PowerStroke I saw at the dyno a couple weeks ago. over 800whp and of course no reading on the torque. I think if I ever got into diesels it would have to be a newer electronically controlled common rail design"

Ray, you pussy! Carbs are EASY! And the beauty of mechanical injection diesels is that they require NO black box to run. You know...just in case the Apocalypse happens. LOL.

4/7/2011 2:04:52 PM

Quote :

"Thanks for the explanation on the injection pump. I think I'd rather mess around with that than a carburetor. I frickin hate carbs. You guys should've seen the 6.4 PowerStroke I saw at the dyno a couple weeks ago. over 800whp and of course no reading on the torque. I think if I ever got into diesels it would have to be a newer electronically controlled common rail design "

Rudy's truck?

4/7/2011 2:14:49 PM

Yes actually it was Rudy's truck. I know one of the techs at Rudy's.

4/8/2011 10:53:21 AM

- trans pulled, exterior cleaned lightly
- all factory trans cooler lines removed
- factory cooler & HX removed

Still waiting on parts to be delivered, suxors.

4/20/2011 11:04:50 AM

not worth a shit without pictures. but i expect that coming from you.

4/20/2011 11:50:37 AM

You could go ahead and start disassembling and cleaning.

4/20/2011 11:58:46 AM

well yeah worked a couple hours last night pulling the HX from the engine (fucking hose barb to MPT fitting on block caused all kinds of grief).

4/20/2011 2:12:46 PM

from what i hear, shit's happening!

4/24/2011 10:02:36 PM

Y'all think these will be ok to reuse?

4/25/2011 7:57:59 PM

Leftovers in the pan:


remains of friction material, only one side left on one of the (4) double-sided frictions:


All discs from the front (direct) drum were warped, frictions most visibly.



OD clutch pack, clean as a whissle:


OD piston retainer/support, going to replace:

4/25/2011 9:28:08 PM

this thing is still going, work/garden/house always gets in the way of fun. I'll try to get more pics up this weekend-

5/27/2011 9:36:32 AM

Upgraded rear planet set, from 4 to 6-planet:



Got a press, epic use:



Assembled forward drum & Billet input, modified & assembled direct drum:



Direct drum assembled with input & forward clutch:



Hand-made OD clutch pack press tool:



Intermediate shaft components, upgraded steel 5-planet set:



Had to file down the snapring that holds the components on the intermediate shaft to set the correct end-play, here's how I was able to hold it while sanding:



Sonnax Upgraded front servo assembly:



Puting equipment into case:



Assembled transmission, sans valvebody!




[Edited on May 29, 2011 at 10:42 PM. Reason : -]

5/29/2011 10:33:20 PM

Sweet

5/30/2011 11:51:20 AM

transfer plate, gummed up a little:



Upper VB section, upon disassembly:



transfer plate disassembled:



Cleaned, disassembled, and ready for modifications:




Modifications to VB:
- Transgo TFOD-3 forward pattern manual VB shift kit
- Revised Sonnax Switch valve (shift timing/plumbing upgrade)
- Upgraded PR valve (allows converter/lube circuit to be charged in park)
- upgraded PR valve plug (revised design for sealing)
- Sonnax billet accumulator

Reassembled VB:



Installed VB in trans:

5/31/2011 11:04:13 PM

That is a maze of parts

6/1/2011 9:55:19 AM

The hardest part was keeping the springs matched with the corresponding valve pistons, as well as remembering which got switched out with replacements from the shift kit. I will say that the only parts I had left over were the (3) check balls that were required to be left out for the shift kit!

6/1/2011 10:40:31 AM

The "Fire Hydrant"



after two months of trying to order the damned Derale pan, I let go of that idea and ordered a Hugh's Performance +4qt cast aluminum pan:





Started assembly on my shifter tonight, only to realize that the linkage for a TF727 will not fit the case of a 518 due to the extra provisions for OD. Luckily the shifter has the same stroke as the stock gear selector on the transmission, so after verification that the gear detents match (hopefully), I will fab a bracket that attaches the cable directly to the shift selector.

6/2/2011 9:35:27 PM

Quote :

"I will say that the only parts I had left over were the (3) check balls that were required to be left out for the shift kit!"

everybody knows you just throw any leftover parts in the pan and rock on

6/2/2011 9:44:15 PM

I failed to mention last summer I popped off the timing pin nipple in the injection pump, and it fell down into the timing cover... I nearly had it, until i knocked it into the oil pan... good thing for screens on oil pickup tubes

6/2/2011 9:51:00 PM

what is wrong with the linkages? the only difference the 518 has is the electronically activated o/d (tps activated I believe).

I used the stock 727 gear selector cable when i swapped to the 47rh.

6/2/2011 11:21:23 PM

Factory Selector Arm:



Winters shifter linkage assembly:



It's a 4-bar setup that transfers the motion 90deg to allow the cable to mount perpendicular to the transmission, under the tailshaft housing. I've shown it overlaid on top of the factory selector - you can see the rear bellcrank part will not mount due to hitting the casting bulge where the TC/OD solenoid connector protrudes.

6/3/2011 10:11:54 AM

bumpity, updates abound... truck's still on jackstands

7/29/2011 5:14:01 PM

Quote :

"Carbs are EASY! And the beauty of mechanical injection diesels is that they require NO black box to run. You know...just in case the Apocalypse happens. LOL."

qft

7/30/2011 3:14:02 PM

Been a while, work has been hectic so i'm at a crawl


Hugh's deep pan:




Cardboard template for HX mounts:




Flat pattern, the hard way:




Temporary mock-up of mount:




Front view, tapers out (dont worry about airflow direction, it'll get in there :BU




Added bracing to the sheetmetal to keep it from pumping, mounts hard as a rock:




Painted & ready:

8/8/2011 7:15:00 PM

YOU GOT A BED NET FOR THAT THING?

8/8/2011 9:18:49 PM

le sigh,

8/12/2011 9:33:06 PM

i, too, am sickened by looking at my toys on stands

8/13/2011 12:35:54 PM