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Frequently Asked Questions.
Should I delete my heat exchanger / torque converter cooler?
MPT does not recommend deleting the heat exchanger. In scenarios where there is limited air flow moving across the front of he vehicle, the heat exchanger ensures that the fluid coming out of the torque converter stays below 200°. If you keep fresh coolant in the engine, you greatly lessen the chances of antifreeze-to- transmission oil transfer. Heat exchanger failure is a very isolated occurrence.
What kind of fluid should I use with a MPT Transmission? Does brand matter?
We recommend Dexron/ Mercon fluid in our transmissions. As long as the fluid meets Dexron III specification it is safe to use. Do NOT use synthetic fluids that exceed Dexron III spec. Brand does not matter.
How often do I service my transmission?
This varies depending on the application. We recommend servicing hot rod/ full manual transmissions more often than automatics. As a general rule of thumb, service every 15,000 miles for hot rod/ extreme applications and every 30,000 miles for daily driver/ conventional applications. Full manual transmissions also are constantly cycling the low/ reverse band, so it does not hurt to check that adjustment once a season.
What type of filter do I use when servicing my 47/48 transmission?
We prefer the early style felt filter found in RH model transmissions. Ask your parts provider to lookup a filter for a 1995 Ram 2500 Diesel. The filter will be tan/ yellow in color and will NOT have a plastic bottom. For your 68RFE transmission, use MOPAR OEM filters only.
How do I adjust my bands on my transmission, what is the specification?
To adjust your automatic valve body equipped transmission, torque the front band to 72 inch pounds and back off 1-3/4 turns. The rear band adjustment adjustment is 72 inch pounds, back off 3 turns. For full manual applications, we torque the front band to 72-inch pounds, back off 1-3/4 turns. For the rear band, torque to 72-inch pounds, back off 2-3/4 to 3 turns. We like to set the low/ reverse servo arm free play at 1/4″ on manual valve body applications.
When I put my truck into gear first thing in the morning, it takes longer than usual to start moving, it feels like the transmissions is slipping.
If this condition is only exhibited after the vehicle has sat for a prolonged period of time (greater than 3 hours), it is normal. Over time, the fluid from the torque converter drains back into the transmission pan. The solution is to run the engine in neutral for 30-60 seconds to charge the converter before initial take off.
What stall speed torque converter will work best for my application? Can I run a lower stall speed?
Our general guidelines go as follows:
We use a maximum of 2000 RPM stall speed on trucks equipped with an 87MM turbine manifold turbocharger. If the manifold turbocharger turbine is greater than an 87MM, we recommend going with a (looser) 2200-2500 RPM stall speed. Running a more efficient stall speed is appropriate for very lightly modified trucks that still run small/ stock turbochargers. A lower stall (tighter, more efficient) converter will enhance shift feel, increase fuel economy and decrease transmission temperatures. With 2003-2007 model year trucks, a more efficient stall speed can cause a P1740 code. This code will trigger the check engine light to come on. The vehicle’s computer interprets the more efficient torque converter as a dragging lockup clutch, and will trigger the OD/TCC solenoid code. This is nothing to worry about, and unfortunately one of the small cons to running a more efficient torue converter. On 1998.5-2002 VP44 equipped trucks with hot rod injection pumps/ big injectors, 1800 RPM stall speed can cause the engine to stall when initially going into gear. MPT uses 2000 RPM by default. It is the perfect balance for shift feel and allows for substantial engine upgrades without having to reinstall the torque converter.
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If you have a lathe, a bridgeport and a mcmasterr carr account, you can do just about anything. I wasn’t fond of the three legged “spider drive” attachment that was included with the transmission dyno - it lacked precision in the concentricity and runout department. Necessity is the momma of invention - I machined a Cummins crankshaft simulator. This way I can bolt up any flexplate that is used behind a Cummins engine and have a drive that runs seamlessly.
MPT - DRIVEN BY PRECISION
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We are running a Black Friday sale 11/15-11/30
Big savings!
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Not bad for a VP44.. more modifications to come! That fourth gear tire chirp 😂. Have been absolutely loving our second gen shorty shop truck.
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All the way up!
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We are dedicated to craftsmanship and quality. #muldoonsperformancetransmissions #47RH #47RE #48RE #68RFE #madeinamerica #dodge #diesel #automatictransmission #lathe #dyno #manufacturing
We’ve been hard at work at the shop, and pushing harder every day. The throughput of my team is exceptional. Onward and upward!
#muldoonsperformancetransmissions #68RFE #47RE #48RE #diesel #ram #dodge #cummins #teamwork #automatictransmission
TIG is one of our credentials. It makes the
TRANSMISSION
IMMENSELY
GREATER
If your builder can’t TIG weld your 68 pinions and ring gear orifices, you may want to go somewhere that can.
#muldoonsperformancetransmissions #tgaw #68RFE #48RE #47RE #welding #improvements #littlethings
Why do I weld every one?
Because 48 thrust washers need all of the oil they can get!
#tigwelding #48RE #cummins #ram #diesel #dodge #muldoonsperformancetransmissions
It’s been a busy spring. We’ve been working hard to keep up with the demand.
#muldoonsperformancetransmissions #68RFE #48RE #valvebody #sonnax #cummins #diesel #transmission #ram #dodgeram
Want full control over your 47/48RE transmission? Check out our manual valve bodies. Install one of these bad larry’s to do rolling burnouts at 4K rpms wherever your heart desires. Every valve body is dyno tested to make sure you will only be shredding tires and not your transmission clutches. #47RH #47RE #48RE #cummins #dodge #automatictransmission #performance #diesel #ram #dodge #muldoonsperformancetransmissions
