Originally Posted by
Polaraco
The truth may hurt here, but I know the 48 inside and out. I forget more about it than most ever knew.
If you are towing that kind of weight, and I have many times in my life, your abusing the trans. 35K in High? No No NO NO Slow down, use tow mode. Slow and easy starts and stops, manual shifts as needed.
2nd, who told you to raise the pressure in the trans to cure a slipping converter? For that matter, how do you know it's the converter slipping? It sounds more like the intermediate drum is toast
Did you have a manual for that specific trans. There are some critical tolerances that need to be checked during assembly. If the thrust washer was missing, you could have dropped the unit, with the trans in the truck.
I don't think it's the converter at all. I'm not there, but your temps and the slipping complaint reflect the rear drum. That trans is overwhelming the cooler. But the cooler needs moving air. BD makes a great trans cooler for that. It has it's own fan. I think that's a 2nd problem
Look up Cascade transmission in Oregon. That's who I deal with. Follow my lead as I advise and educate you.
Given the abuse this went through get a new flex plate. For the life of me, I don't know how pwople break them. Excessive hard driving is usually the way.
for towing. . . I've got a 47 and a 48 I did out there some 250K on them. Oh I forgot about my 04. there's another 48. That's still running around too.
A little education on the trans and how it evolved. The 48RE started as a cast iron 727. It had a rear pump and a front pump. THAT trans was the only trans that could be flat towed in the Chrysler line up. Shame on you. In 1962, they went to an aluminum housing (Thank gawd) with a flanged tail shart. In 1966, the trans went to a slip yoke and was used for years. A sister was developed, the 904, for smaller cars and 6 Cylinder. It was the trans of choice by racers. In the late 80's the trans saw it's first change by adding a lock up converter. Om 1992, the 518 was developed and widely used in pick-ups and vans. There as a 904 version also, but i froget the number. The 518 was used in the late 80's and through the 90's, with a newer beefed up trans, the 47RE as an option. In the early 2000's the 48 was developed. All it was was larger drums and changed the method and monitoring/shiffiting method. (In a nut shell, it's not quite that simple)
Given what you do, let me tell you what you need. I mean need!
*Got to Precision converter and get a dual clutch. A single will work fine, if you do what I said about driving habits
*You don't need it, but you can get your billet flex plate. Obviously the factory stamping works just fine, (I have the original flex and a precision dual clutch I bought used. I'm cheap)
*Cascade has a rebuilt line of valve bodies. They actually give you a 47RE vlve body. Works perfect for towing. Anything more and you're taking a chance of slamming the shafts in the trans and breaking one.
*Replace all the servos with the billet replacements. You want the front servo kit as it enhances the the towing shifting. Over heating the plastic stock ones kills them and they cock and jam. The billit have one more ring preventing any of that.
*Use the high performance frictions. Not the standard.
*Since you towed this falt, better do more shaft bushings
*Complete rebuild kit with O rings, sealing rings, gaskets
*Cascade sells a small red tube of friction modifier.
*Carefully examiine every part for wear. Scoring, bushing slop, weak orings, are not allowed.
*Cascade has a really detailed service manual
*The trans pressure is addressed with the new valve body
Sorry I kicked your butt. I don't want you running amock on this trans and ending up with more issues. Myy kids thank meall the time. LOL Work clean, take your time and don't shortcut
@F359cummins
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