Recent content by Dave Barbieri

Yeah, I really get the time investment thing. I wrote diesel repair training curriculum for two years. Unbelievable amount of research to be sure everything's right. And then the rewrites. :eek: :mad2: Won't do it again. Your reluctance to take it on shows you have a realistic view of...

Gotta tell ya Robyn, your comments have really motivated me to try the same thing. I'm headed south to San Antonio later today. I'm picking up my 6.2 tomorrow morning and bringing it home. I agree with the idea about selling off other projects to provide $$$, room and time for priorities...

What if.... Ya know, the mechanical accelerator pedal is basically just a rod with a pivot point in the middle. One end has a pivot point for the pedal itself, the other end has an attachment point for the accelerator cable. Sort of like a vertical see-saw. Why not cut off the upper end of...

X2 I'm second! :hihi: :hihi:

Ya know, a fuel guy once told me that the dye can stick around for awhile. He said it'll take several tanks of non-red diesel to wash out all the dye. His point was, just because you burn up the fuel in the tank doesn't mean you're clear of any future headaches. At least, not for several...

Talk about subtle... :rolleyes: :rolleyes:

Yup. When that solenoid opens, it allows pressurized oil to flow thru a passage that engages a clutch that mechanically locks the turbine (trans input shaft) to the pump (engine output). No more slippage, the input shaft is now locked to the engine and rotates at the same speed.

From everything I've read and heard, our 4L80E's are one of the strongest transmissions available for light duty trucks. You want something stronger, you've gotta step up to the Allison. And with that strength comes a LOT of horsepower loss due to parasitic drag. As far as I'm concerned the...

Louis, this is just me, speaking personally for me. I'm going to have my stock dual stator unit rebuilt by Robert and the gang at Brittain Parts Service in Houston. Leroy (PMD Cable) recommended them, and after talking to Robert I can see why Leroy is so pleased with the work they did. I've...

Ya know, that sounds a lot like 'chuggle'. That occurs when the TC clutch is engaging and disengaging because road speed and load are right on the edge of the lockup parameters. Normal condition, just aggravating. :thumbsup: :thumbsup: I'm converting to synthetic for the 'new' trans. No...

Here's the good and the bad. First the good: The TC is the wonderful piece of gear that give us automatic guys more 'at the trans' torque than the hand shaker folks ever dreamed of. We have the advantage of seeing our flywheel torque multiplied by over 150 percent. That means that the 385...

:thumbsup: Lowering my final drive ratio from 4.10 is a future project. I've got a brand new 3.73 ring and pinion set sitting on the shelf. All I need to do now is find a Power Trax Lock Right unit for a reasonable price and I'll be ready to get after it. See, over a period of time, my goal...

Pretty close. Keep in mind, you're talking about two different things. The stator is all about torque multiplication and is strictly a mechanical device. Any time the two halves of the torque converter are spinning at different speeds, the stator is doing its redirection magic to increase...

Got it! Interesting though, you'd think that a series of thinner clutches would do a better job. That's the idea behind motorcycle clutches (multi disk clutch packs) and our own auto trans. Considering that I'm looking at high quality OEM replacements, I think the multi disk thing might not...

Stall speed is the rpm point at which the little stator quits doing it fluid redirect act. Any time you're accelerating or needing power, the stator lags behind, redirecting the fluid against the turbine a second time (torque multiplication). As the need for power drops off (top of the hill...