Burnt directs with dual feed?

[77 cruiser]

I tore my trans down to take a look cause I had it out due to converter issues.
Found the directs were burned & steels hot spotted.
Would a slight bind on the 2-3 cause it?
Don't ask what the press. was, I never checked, thought they would be good they were 270 with the same pump before.
Didn't have the 3-2 valve blocked then I do now.

 

[Ttype6]

I tore my trans down to take a look cause I had it out due to converter issues.
Found the directs were burned & steels hot spotted.
Would a slight bind on the 2-3 cause it?
Don't ask what the press. was, I never checked, thought they would be good they were 270 with the same pump before.
Didn't have the 3-2 valve blocked then I do now.

Did it have a slight bind?
What servo?
Did you install stiffer direct return springs?

 

[77 cruiser]

First servo was a 200C 112 I think, it had a noticeable bind. Put a GN servo in & had a very slight bind but slightly softened the 1-2 & 2-3.
I put in 8 extra springs inside the factory ones.
Should add too that I'm only low 12's with a 4200 lb. car.

 

[Ttype6]

Do

First servo was a 200C 112 I think, it had a noticeable bind. Put a GN servo in & had a very slight bind but slightly softened the 1-2 & 2-3.
I put in 8 extra springs inside the factory ones.
Should add too that I'm only low 12's with a 4200 lb. car.

Do you know if you have a GN servo return spring/the small spring?

 

[77 cruiser]

Do

Do you know if you have a GN servo return spring/the small spring?

Yes I have one probably not the stock one.

 

[Ttype6]

Yes I have one probably not the stock one.

If it's not the stock one,it is probably weaker than stock. The bind is caused when the direct clutches apply too fast and the servo releases too slow. The easiest thing to do is speed up the release of the servo. Call Dave at Turbu Buick Performance and get a stronger return spring from him.
Have you run the trans since you did the 3-2 mod. This mod might help your problem.

 

[77 cruiser]

If it's not the stock one,it is probably weaker than stock. The bind is caused when the direct clutches apply too fast and the servo releases too slow. The easiest thing to do is speed up the release of the servo. Call Dave at Turbu Buick Performance and get a stronger return spring from him.
Have you run the trans since you did the 3-2 mod. This mod might help your problem.

No I haven't, run it need to get clutches for directs & get the conv. fixed.

 

[Ttype6]

No I haven't, run it need to get clutches for directs & get the conv. fixed.

You'd be doing yourself a favor if you got your clutches,steels,and new/stronger than stock backing plate from Dave also.

 

[77 cruiser]

You'd be doing yourself a favor if you got your clutches,steels,and new/stronger than stock backing plate from Dave also.

I think I will the pattern is on the outside so the plate is probably bowing.

 

[Ttype6]

I think I will the pattern is on the outside so the plate is probably bowing.

It absolutely is.

 

[Ttype6]

Dave's billet direct apply piston is another part of the puzzle.

 

[bison]

A slight bind won't hurt the clutches. Here's the ultimate direct clutch setup for a 200-4r. .100" steels in all locations with the nice apply ring and ultra strong ultra flat 4140 pressure plate. .100" steels should always be used here. The plate can be machined to your desired thickness. I can offer the plates in .250" 4140. if you think you need it though the 3/16 4140 has proven strong enough. Of course the direct oil circuit needs to be solid. No clutch setup will overcome leakage or inadequate pressures but these parts will allow a very very consistent apply and the pressure plate won't deflect with high pressures and dual feeds. Message if interested.

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[77 cruiser]

I have a billet piston now. Just have to figure out what to do. Thanks for all the help so far.

 

[bison]

Over 50 hits at mid 9 sec power @ 3700lbs on this one and the output shaft is twisted again. These are all going right back in


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[David Husek]

The problem I see is you are using alto clutches which will always burn as you see them and a bad calibration on top of that. The bind will cause some heat in the clutch pack but not enough to cause any problem. No clutch pack is magical or ultimate and will make your setup live. Period. It all has to do with the complete overall calibration and quality of seal for the complete transmission to live. Give me a call and I will help make your dual feed calibration work correctly for your application.

 

[77 cruiser]

Those look good Bison.
Thanks David.

 

[Otto J]

One word of advice. If you have this trans behind a V* with a carb or throttle body you best get a pressure gauge on the trans and be sure as hell you have proper line rise.
A V8 needs much quicker line rise with throttle and they sell parts that will aid in making this happen.
Seriously get a gauge on this trans and see what it does.
(If you haven't already)

 

[77 cruiser]

One word of advice. If you have this trans behind a V* with a carb or throttle body you best get a pressure gauge on the trans and be sure as hell you have proper line rise.
A V8 needs much quicker line rise with throttle and they sell parts that will aid in making this happen.
Seriously get a gauge on this trans and see what it does.
(If you haven't already)

I will when I put it back in.

 

[77 cruiser]

Got it back running, David set me up with a new dir. clutch set, & a Sonnax super servo. Blocked the 3-2 control, still has just a touch of bind at mid throttle, but much better that it was.
Pressures were 80 min & 240 full TV.
Went to the last street night at our track 200 miles away. Manage to get 4200 lbs. to 11.93 @ 112.7.