Well, after the UBRVRAPE Memorial day GTG, I went to DAV and got the structures' locations finalized.

While I was at Nick's, I decided to get the long-deferred drivetrain upgrade, with a new HD billet-cut/welded-fin torque converter, exta-HD tranny rebuild with Trans-Go kit. Later an aftermarket tranny controller will be installed.

Here's StaRV II at the Deluxe Spa at Webb's Transmissions in Fort Walton Beach, where they had a lift (barely) large enough. The Webb-owned SunCoast Converters, right around the corner, is doing the rebuild. Cost is about 4 Cagles, but this should be the last tranny in the coach (it's the 4th).

Um Rusty, when does it get traction bars and slicks?

Do you expect better fuel economy with this addition or just the peace of mind knowing it should be your last? Lots of money but hey,..you get what ya pay for.

Eric - already have traction bars - another 100k miles on these tires, they'll be slicks.

K&T, slightly better fuel economy - the stock torque converter doesn't lock up strongly.

The difference with the new drivetrain is startling. The engine used to run at 2600 RPM @55. Now, with the TC lockup working properly, 2200 RPM.

I still need to mess with the throttle position sensor, as I had it dialed way down to try to get the old TC to lock. It doesn't want to unlock at the moment.

Rusty - Is that a 4L80E upgrade?
Alan

Pretty much. New clutches, valves, operating parameters. Most important are the new torque converter and strengthened input shaft.

With a 400 RPM difference, I would bet that the torque converter wasn't locking up at all! That is a huge difference!

I have had several trucks with the GM diesel/4L80E and all I can say is the tranny really gets a workout behind the diesel. The gas units lasted much longer then the diesel units. It probably comes down to the power/compression pulses of the diesels that is much more violent. As you found out, the torque converter and input shafts are the major weak points.

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It probably comes down to the power/compression pulses of the diesels that is much more violent. As you found out, the torque converter and input shafts are the major weak points.

The next upgrade will be a Fluidampr silicon-filled crankshaft damper.

After 500 miles, it looks like fuel economy is up by 0.5 mpg to 11.0.

Of course, since "No good deed goes unpunished!", I had to replace the shore power plug from onboard spares here at Deerlick (the old one was getting very hot). And after I finished putting in the plumbing stubs (contractor is pouring concrete slabs tomorrow), I backed the coach up 20', and it shed its fan belt...A/C compressor locked up again...

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Originally posted by Rusty:
A/C compressor locked up again...

How many times has that happened Rusty? You might want to carry one of these with you... A/C Bypass Pulley Assembly

We have them on our service trucks for emergency repairs. Why do you suppose this keeps happening? Is it the pulley/clutch assy that fails or is it the pump that fails?

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Of course, since "No good deed goes unpunished!", I had to replace the shore power plug from onboard spares

Rusty, was that from the switchover at Nicks?

No, the plug has been deteriorating for several months.

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Originally posted by Bill N.Y.:
You might want to carry one of these with you... A/C Bypass Pulley Assembly

Good idea. I checked Rockauto for my 84 gasser with no luck. Any suggestions? Actually, any bearing/pulley for a 3/8" V belt could probably be adapted.

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Why do you suppose this keeps happening? Is it the pulley/clutch assy that fails or is it the pump that fails?

The shaft locks; declutched, it runs free.

The reason for this upgrade was to combat an engine that was running a little warm. The theory was the torque converter was bad... So, is the engine running cooler now too?