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Even a stock truck can burn clutch plates. Our LBZ had burned the C3 fibers sometime in its 120,000 miles.
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New red Alto friction plates and Kolene steels give it a fresh start |
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For the C1 pack, Adrenaline puts in what is essentially eight friction plates instead of the conventional friction/steel/friction setup with six friction plates. To accommodate the extra plates in the C1 pack, Adrenaline runs a thinner pressure plate.
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One extra friction plate is added to the C2 pack as well |
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Adrenaline cuts the C2 apply plate to make room for the thicker stack of C2 plates. The cut adds rigidity to the apply plate |
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Here you can see how Adrenaline is able to add two extra friction plates to the C3 pack. More friction plates give the transmission more holding power |
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To make room for the two additional friction plates, Adrenaline machines the pressure plate down |
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On the C4 pack, Adrenaline manages to squeeze in one additional friction plate by using thinner friction and steel plates. Adrenaline reuses the stock C5 clutches, because the C5 is applied as soon as the transmission builds pressure. It's always engaged and locked, so there's no chance to burn it. |
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Adrenaline uses a Transgo Jr. shift kit, and runs a custom 0.150-shim in the main regulator valve. Hulse has found that using that shim changes the spring preload and increases main line pressure to what he considers the optimal level. |
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The biggest key to making an Allison last lies in its computer. Once you've rebuilt the trans, you have to clear the adaptives and re-learn the shifting. This is done by driving the truck, making a dozen runs each at one-quarter throttle, half throttle, three-quarter throttle, etc. Adrenaline uses EFI Live to clear the adaptives or to initiate a re-learn, but most programmers, such as the Edge Insight CTS, will do it as well. If the transmission is not properly re-learned, it can bind up and cause the C2 hub to spread apart and shear the splines off the P2 planetary. |
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Why are Allison transmissions generally regarded as being so durable? Because the stock shafts are huge. Adrenaline Performance says that an Allison built like this one with stock input, intermediate and output shafts (pictured) is good for 1,000 rwhp, so long as the truck isn't doing insane boosted 4WD launches with solid traction. If that's the case, the Allison generally needs just an upgraded output shaft to handle a boosted launch, and an upgraded input for added measure. |
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Adrenaline installed a Hot Rod lock up valve in our trans, which increases converter lock up pressure. |
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Installing the shift kit and lock up valve. |
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Cam Hulse installing the tail housing on the Allison LCT-1000. Adrenaline Performance manufactures a stainless steel tail housing brace that strengthens the connection between the transmission and the transfer case, eliminating another weak link in the GM power train. |
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We're also running a High Torque triple disc torque converter. |
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If you build a transmission and fail to add a large capacity trans fluid pan, you are shooting yourself in the foot, so to speak. The Heavy Duty Deep Transmission Pan from Pacific Performance Engineering increases fluid capacity by four quarts and can decrease fluid temps by 40 degrees F. That can be the difference in overheated fluid on a high-performance diesel build. |
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PPE also offers cast aluminum alloy PTO side plate covers. The covers provide a stronger seal to the center case to guard against fluid seepage. The covers also have cooling fins for increased heat dissipation. |
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While we had the truck on the lift, Adrenaline installed a heavy duty rear differential cover from PPE. The PPE cover is better at transferring heat out of the differential housing than the stock cover. |
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Another necessary addition to a hopped-up GM four-wheel-drive truck is tie rod sleeves. We added a set of PPE's 304 stainless steel brushed tie rod sleeves. |
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And anyone who has owned a GM truck for longer than two years knows the value of an aftermarket pitman arm and idler arm support kit. PPE's support kit extends the life of these components by supporting them and preventing the center link from rocking back and forth in the truck. |
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Read Part I - Stage 2 intake, turbo-back exhuast system
Read Part II - Insights CTS, backup camera, EFI live tuning, truck cap, bed liner, front bumper, wheels
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