Project Long-Range Clunker - 1994 Dodge Ram

Project Long Range Clunker New Transmission

Hero

With every new project, we get it running and on the road, and once we do that, we start improving it. As soon as we make an improvement that isn’t related to the driving of the pile, Murphy’s Law of downtrodden vehicles kicks in and something dies. In this case, seemingly in the middle of the paint job, the transmission decided to start slipping really bad. The seller had told us it was slipping, but we hadn’t had a single problem with ituntil it was all painted and pretty-looking.

The 46RH that is in the truck behind our 5.9L V-8 is basically an update of the old A518 that was found in the second-generation trucks, and it wasn’t until the ’96 model year and the advent of OBD-II that a lot of upgrades became available. We ’94 and ’95 owners are kind of the black sheep of the third-gen Dodge Ram crowd, so we were lamenting finding a reputable rebuilder for our slipping slushbox.

You can clearly see the difference between the ATS clutch Packs on the left and the factory parts on the right. There are more friction and steel surfaces in each clutch pack, and the new friction material holds better than stock. The corresponding clutch drums are also upgraded, and the overall clutch disc counts have gone up.

You can clearly see the difference between the ATS clutch Packs on the left and the factor

In all our searching, we knew we wanted to upgrade the lockup clutch in the torque converter, we knew we wanted a heavier-duty spring for the overdrive clutch in the transmission, and we knew that there were gains to be had by changing the line pressures as the fluid flows through the transmission. We had heard that we could swap diesel transmission parts in for the Overdrive thing. We knew there were many different heavy-duty torque converters on the market, but we didn’t know where they came from and had heard made-in-China horror stories. Finally, we had no idea what pressure to change where and to what end.

So, we started shopping around and asking questions. First we went to local shops and asked about those things we had heard, and if they didn’t have good answers, we moved on. Let’s face it, having a transmission rebuilt isn’t cheap, and we wanted complete confidence in the shop that finally did it.

After chasing our tails, beating feet, and letting our fingers do the walking for three to four weeks, we called ATS Diesel Performance and found a guy who not only answered our questions, but one-upped us. After we told him this was going to be a tow rig and we were worried about the longevity of that transmission, he felt confident that ATS could build a transmission that would live.

The response to the torque converter question was, Yep, we build our converters here with better and larger clutch discs, and custom brazing in a heavier case. The diesel spring Overdrive question came back with, Well, that spring will increase the holding of Overdrive, but it can sometimes cause other issues and there are other parts in there that need to get upgraded. The line pressure question was answered very calmly with a bunch of valvebodies this and flow-freer thats, ending in oiling ability in Park.

Project Long Range Clunker Old Transmission

Zero

So with our questions answered (and then some), our concerns taken care of, and a whole bunch of other stuff brought to our attention that we didn’t even know we should worry about, we lashed our tranny to a pallet and sent it off to Colorado for the treatmentand got quite an education in 46RH upgrades in the process.

The first thing ATS does when a transmission shows up is split up the torque converter and the transmission itself. After breaking up the 15-year union between transmission and torque converter, Brandon first chocked it up in the lathe to cut the case off. Here he continues the cutting using a die grinder.
The first thing ATS does when a transmission shows up is split up the torque converter and
The higher line pressures and higher horsepower-handling mean that other things need to be reinforced too. Here you can see the vanes inside the torque converter getting brazed in, instead of relying on the weak spot welds that were good enough before.
The higher line pressures and higher horsepower-handling mean that other things need to be
The stock washer separating the two internal halves of the torque converter is made from plastic —real good stuff for not deflecting or warping with heat. No, no, really. Just a bit better is this Torrington-style bearing.
The stock washer separating the two internal halves of the torque converter is made from p

Being metal means deflection and heat-warping are all but eliminated, which makes the clearances between the two parts stay in spec, even with spirited driving under adverse conditions. Plus, they spin more freely than the plastic did, which helps keep heat down.
Being metal means deflection and heat-warping are all but eliminated, which makes the clea
Here the new lockup clutch material is being placed on the torque converter. This new composite material provides more holding force over the stock unit, and non-water-soluble glue makes it less likely to come lose from the converter and separate from the piston.
Here the new lockup clutch material is being placed on the torque converter. This new comp
Once everything is put back together with the upgraded parts, the converter needs to get welded back up. This is done robotically to ensure an even bead and no leaks. Once it is balanced and welded, it goes to the paint booth and is slathered with paint shot from a HVLP gun to seal out moisture and keep rust at bay.
Once everything is put back together with the upgraded parts, the converter needs to get w

Meanwhile, back at the ranch, Rod cures the transmission's feeling of loss by tearing it apart piece by piece. Each piece is inspected for damage before proceeding with the rebuild.
Meanwhile, back at the ranch, Rod cures the transmission's feeling of loss by tearing it a
A custom ATS-built billet steel intermediate shaft replaces the stock unit. The metallurgy of the new part is better that that of stock and has smoother transitions between different-diameter sections. Both changes make for a much stronger shaft.
A custom ATS-built billet steel intermediate shaft replaces the stock unit. The metallurgy
This one really shocked us. It turns out the stock planetary gears are made from aluminum. We are amazed we got almost 180,000 miles on the transmission without killing them. Shown here are the replacement ATS steel gears. ATS also changes the rear planetary from a three-pinion to a four-pinion unit and the front one from a four-planetary to a five-planetary unit for added strength.
This one really shocked us. It turns out the stock planetary gears are made from aluminum.

If you haven’t noticed by now, there is no one thing to point at to say what makes this transmission better now than it was. There are so many co-dependent systems in an automatic transmission that it all needs to be modified with an eye to all the other mods. Nowhere is that more true than in the valvebody. The profile of the valves combines with the stiffness of the springs, which combines with custom maching of the new valvebody to alter line pressures in all different scenarios. Since the fluid pressure inside the trans helps hold gears, alters shift points, and basically does all the "automatic" part, this is key.
If you haven’t noticed by now, there is no one thing to point at to say what makes this tr
Here you can kind of see how all those things come together. Dan is assembling the ATS-custom "hydro-balanced spring and sleeve." The idea is to provide a smoother and more-controlled fluid flow through the transmission for more precise up-and downshifts. ATS also modifies it so that there is oil flow through the transmission when it is in park. The stock configuration only allows flow in neutral and in gear, which can lead to heat build up if you are in park for extended periods.
Here you can kind of see how all those things come together. Dan is assembling the ATS-cus
Once the valvebody is reassembled, it's run on the test bench to verify proper operation of all the valves. Once it checks out as good, the transmission can be reassembled.
Once the valvebody is reassembled, it's run on the test bench to verify proper operation o