I am going to start off by saying I know John Woods and BTS are one step below God in this forum but I don't think I need either one for my application. My JWVB is on my porch so my wife says right now and I am excited about getting it installed soon. I know my diode is not going to last forever and I have been doing some searching about what I really needed or what I wanted that sounds cool when I ran across the triple disc torque converter. I haul a 7k lb TT and hopefully upgrading to no more than a 9k fully loaded. I thought that would be cool to have one but I have never riden in a truck that has one. I pretty much baby my truck and I do not go through transmissions like some on here do. Would a triple disc be over kill and does it ride like (shift) hard or does it have anything to do with the shifting and why would I need one? I like the stock feel of my tranny now and don't want to feel the need to back up to a sled at the local tractor pull. LOL. Thanks

 

[[[[[

******** type=text/javascript><!-- document['product250'].src = 'images/stallionpowerstrokesm.jpg' //-->*********>
<TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD>Stallion Power Stroke Torque Converter
By Precision Industries</TD></TR></TBODY></TABLE><TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD vAlign=top>The E40D/4R100 transmission has had numerous types of failure. The main failure that is still present to this day are the problems with the torque converter. These problems consist of being to loose, generating heat and complete self destruction. The aftermarket has attempted to address the torque converter problems but has come up short. While helping the self destruction problems the aftermarket has done very little to stop overheating and improve performance. Precision Industries has been building multi-disk torque converters since 1996 and after many requests we applied this technology to the Ford Power Stroke unit in 2000. The following are just a few of the advantages our Stallion torque converter has over the competition:


</TD></TR></TBODY></TABLE><TABLE border=0 cellSpacing=0 cellPadding=0 width="90%" align=center><TBODY><TR><TD>1. One-piece steel billet cover not the poorly designed metal plate with a outer ring welded to it that can cause leaks over time.
2. A clutch driver with the superior 40 round lug contact point design that has a total contact area of .935” sq. in. not the inferior 28 square lug contact point design that only has a total contact area of .560” sq. in.
3. Computer designed stator races for the diesel application.
4. We manufacture a special clutch assembly to withstand the extreme abuse of heavy towing, sled pulling, etc.
5. The clutch friction has a total contact area of over 130 sq. in.
6. The impeller and turbine are fully furnace brazed, not stitch tacked, for maximum vortex fluid flow and strength.
7. A special formulated friction material for handling high temperatures along with the best holding characteristics of any friction material made.</TD></TR></TBODY></TABLE><TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD vAlign=top>
As a potential customer you are asking yourself what are all these advantages going to do for me. (1) You will experience increased mileage due to superior and efficient fluid coupling the Stallion torque converter has at all speeds. (2) You will have more acceleration from a dead stop due to the increased torque multiplication to a point that you will think you added a power chip to your vehicle. (3) There will be no more worries about overheating the transmission in heavy traffic or hot weather pulling a heavy load due to the fluid shear of a poorly designed torque converter. (4) There will be no turbo lag and no need to add extra power to get your truck to drive and operate properly. (5) You will have piece of mind knowing that the Stallion torque converter has a 100% 2 year warranty. (6) When you purchase a Stallion torque converter there is no core to return, no return freight to pay and no waiting for your hard earned core deposit to be returned to you. </TD></TR></TBODY></TABLE>]]]]]






I have a BTS and what is marked in red from this ad (not a BTS ad) is what I have noticed right off. There is no 'winding' up the rpms to get my truck going. In fact I have to hold the brake when it is in gear to keep it from taking off. As for you wanting to have the 'stock feel', I do too. When Brian (of BTS) and I went for a test drive, I thought that it shifted 'hard' and not in the 'right' time/rpm range. We went back to Brains shop and in less than 5 minutes he had a different 'shift plate' in it and it was shifting to what I thought was 'factory'. The size and the placement of the holes in the shift plate tells the tranny when and how hard to shift. As I see that you are getting a JWVB (which are great), I am not up to date on if he uses only one shift plate or has interchangeable ones to get the 'factory' shift you want. Someone will come along who knows for sure.

 

Thanks for the input, I was on that website yesterday looking at that very same one. Those are things that I want I just don't want to feel like a strictly tow vehicle. I am calling around now trying to find someone to install my vb

 

It's easy to do yourself if you have the time and a few tools. I can post the directions if you need.

Stewart

 

x2


It is very easy to do. The oil pan gasket is reuseable, so there is no cost, but a little time.

 

And a big X3, very easy to do, don't let the digging into your trans theory scare you. The VB your R-R are right under the pan, piece of cake..

 

Be handy with an inch-pounds torque wrench, however.

Other than that, it's pretty straight-forward if you don't mind a little oil mess.

Pop

 

My problem would be finding a place, I have no way of getting under it

 

if you dont mind post the directions, I will take s look at. How much transmission fluid am I going to need and do I replace the filter? My biggest issue it a place to do it and finding the time. thanks

 

You'll need about 7 or 8 quarts of Merc V trans fluid and an inch pounds torque wrench.

This link is from BD Diesel, but it could be from John Wood, Brian at BTS, Gregg at Factory Tech, or from Level 10, it doesn't matter. All 4R100's follow the same procedure to swap the accumulator valve body whether the trans is in an F150 Lightning, a 7.3L PSD, or a V10.

http://www.dieselperformance.com/pro...cumulator1.pdf

Just remember, remove the forward most valve body! If you remove the wrong one, you'll have check ***** falling on the ground, and that will be a PITA to figure out where each ball goes.

Stewart

 

Thanks for the post. When I talked to a tranny guy yesterday and told him what I wanted he asked why I was changing the vb, he said you sure its not the accumilator that you want changed? I said all I know is I got a vb that I need put in. Never heard of an accumilator, but then again I don't know much about anyway. My guy said he would charge me 95 for the swap, filter and fluid, to me it does not sound bad but I will lookat the website and see what I think

 

Here is another link that shows how to install the VB. Welcome to guzzle's BTS Valve Body Web Page

 

Thanks for the info on the vb. Who has the stallion and do really need one or is it just one of those cool things that would be fun to have?

 

JMHO but I couldn't see the expense of changing the tq convert unless you were having the trans rebuilt. If the trans goes south the tq convert goes with it.

 

Anyone with a BTS and I would think, a JW has a one of these types of TCs. As you said in your first post about 'overkill'... if you are not 'pulling' some big stuff, yes, I think that you are going for 'overkill'.

Save your money for some other Mod.