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It's almost like you are not getting the seals in properly or the sealing rings on the input shaft and pump are not holding. Are you air testing on the bench and then assembled???

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It's a procharged hemi making 1200hp/1000tq in a 4000lb roadrunner
I had raybestos blue clutches in the first drum with the waffle style sipes.
The tcs drum has 6 alto red clutches.
We did air checks for clutch engagements.

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It's a procharged hemi making 1200hp/1000tq in a 4000lb roadrunner
I had raybestos blue clutches in the first drum with the waffle style sipes.
The tcs drum has 6 alto red clutches.
We did air checks for clutch engagements.

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..... and HOW MUCH line-pressure are you running ?

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EXACTLY.......It'll need at least 150 to 165LBS of line pressure.....

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Check the sealing area of the drum (you may have a steel sleeve already Rick sells them this way). If not the seals that go on the back of the pump can hurt the drum. I use the teflon ones. Can't remember but either the cast or stainless ones don't get along with alluminum.

I can't speak for JW but I have seen this before with an A&A VB. I used to wipe these clutches out about once a year with a TA VB. Like him or hate him Joe Chrisman puts extreme power through a 727. Never hurt a clutch using his Tranzact VB even the Drum looked like junk in the sealing ring area. Many people speak well of the Griner too I just never personally ran one.

Leon

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I don't think it can be seal issues as it's all new stuff. It has done it on 2 different drums and valve bodies. The tcs drum has a 55% bigger piston and that still doesn't seem to help.
I don't know what the line pressures we have yet but once it's back together again it will be checked.
Gonna start from scratch with a new virgin case.

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I don't think it can be seal issues as it's all new stuff. It has done it on 2 different drums and valve bodies. The tcs drum has a 55% bigger piston and that still doesn't seem to help.
I don't know what the line pressures we have yet but once it's back together again it will be checked.
Gonna start from scratch with a new virgin case.

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55% bigger piston ? ..??

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Will hold up to 6 friction plates versus 4 in the O.E.M. unit.
55%, YES that's 55% MORE Piston Apply Surface Area! This results in double the clamping force needed in third gear - Just what you need for high performance and EXTREME applications.

This is 55% more CLUTCH SURFACE ... not piston size.

You need to clear-up and make-sure of that line pressure !!

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Doc
I stand corrected

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Lmao at the slowest guy in the post has to call people names. Johnrr how much power you making and how many laps you have on the combo?

I'm betting not much of either.

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420HP at the rear wheels with roughly 1200ft/lbs of torque, Cummins Diesel at 6700lbs and enough laps to accomplish what I wanted.

If the good doctor understood the link he was reading he would not have claimed the person that linked it and those that have used it were wrong. I'm only uses one of my pet names for my good friend the Proctologist of fiberglass ... we go way back

As far as me being the slowest, so what? there is ALWAYS someone faster, I'm sure you've met your fair share of them ...

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But READ the direct quote off-of their site ... they mention clutches, the number of clutches and then 55%. I do not know the actual size of the TCS piston ... it could be larger ... but it is uNpossible for it to be 55% larger than the OEM-stocker. The drum itself would have to muchO larger on the OD(it could not be on the ID)it then would not fit into an OEM trans case.

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3.8 lever, dual spring servo (old style), ie trying to avoid 2-3 overlap which can hurt the clutches.

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Thats what i was thinking,,, overlap issues. trying to apply 2nd and 3rd at the same time ,, with lots of power,, will kill the high clutches in short order.
Then again, could be d**m-near anything...

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Good ole RR ... ...

Him and his childish mud-throwing and not actually READING(and using common sense) what I and TCS actually had to say ? .... same stuff - DIFF day !

Name calling ? ... I will not go-down to his level.

But READ the direct quote off-of their site ... they mention clutches, the number of clutches and then 55%. I do not know the actual size of the TCS piston ... it could be larger ... but it is uNpossible for it to be 55% larger than the OEM-stocker. The drum itself would have to muchO larger on the OD(it could not be on the ID)it then would not fit into an OEM trans case.

EVERYONE here knows RR. He has some decent info between his ears ... but many people think that this positive aspect of him is ruined by his uNprovoked childish behavior.

Let me add ...I do think it is kind-of-interesting that he mentions NOTHING about line-pressure .... when IMO this is the most important factor ...and many other people agree.

But ole RR would rather act like a little-school-girl in a sand-box ..

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As far as the piston vs. clutches , ADDING 2 clutches and steels to a 4 clutch pack will not be a 55% increase , maybe 50% , but not 55%.

The piston is larger, I've held it in my hands. Just an FYI I have 6 clutches in a 4 clutch drum with .110 clearance , dry , in the clutch pack. To use the TCS drum with the higher snap ring you might have trim the rear clutch retainer a tad to clear the snap ring , I did it in about 10 minutes in a lathe .

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Good ole RR ... ...

Him and his childish mud-throwing and not actually READING(and using common sense) what I and TCS actually had to say ? .... same stuff - DIFF day !

Name calling ? ... I will not go-down to his level.

But READ the direct quote off-of their site ... they mention clutches, the number of clutches and then 55%. I do not know the actual size of the TCS piston ... it could be larger ... but it is uNpossible for it to be 55% larger than the OEM-stocker. The drum itself would have to muchO larger on the OD(it could not be on the ID)it then would not fit into an OEM trans case.

EVERYONE here knows RR. He has some decent info between his ears ... but many people think that this positive aspect of him is ruined by his uNprovoked childish behavior.

Let me add ...I do think it is kind-of-interesting that he mentions NOTHING about line-pressure .... when IMO this is the most important factor ...and many other people agree.

But ole RR would rather act like a little-school-girl in a sand-box ..

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Look up the word HYPOCRIT there Mr. Dr. fiberglASS

As far as the piston vs. clutches , ADDING 2 clutches and steels to a 4 clutch pack will not be a 55% increase , maybe 50% , but not 55%.

The piston is larger, I've held it in my hands. Just an FYI I have 6 clutches in a 4 clutch drum with .110 clearance , dry , in the clutch pack. To use the TCS drum with the higher snap ring you might have trim the rear clutch retainer a tad to clear the snap ring , I did it in about 10 minutes in a lathe .

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The piston is larger, I've held it in my hands. Just an FYI I have 6 clutches in a 4 clutch drum with .110 clearance , dry , in the clutch pack. To use the TCS drum with the higher snap ring you might have trim the rear clutch retainer a tad to clear the snap ring , I did it in about 10 minutes in a lathe .

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JohnRR is right, I had Marks drum in my hands. The apply piston is bigger and the drum uses all available surface. The groove the stock drum has for the front pump vent is not there and you trim the plastic for this drum.

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