Transmission prospective

oldnavy · **Posted:** Mon Dec 18, 2006 8:58 am

Joe Romas wrote:

RFCRD, On another note on your oil problem I owned a 96 passat tdi wagon that started using oil and it turned out to be the hocky puck on the valve cover. Part of the diagnoses was to measure how much oil ran out of the intercooler when the bottom hose was removed. A little=normal, a ounce or more too much.

Talk about poor CCV design those were the pits. I sold quite a few CCV filters to A3 owners, they had a crank case vent pipe plumbed into the top mounted CCV and they could suck a lot of oil. Most tec's would pull the lower IC tube and drain 10 to 12 oz's outof the system at every oil change. The A4 cars would be done at TB change for sure, sometimes more often, but at 60k miles undrained they would dump a pint of oil when pulling lower IC hose.

What was worse about the rubber valve is the thing is it gets eat up by the oil and often when the CCV is popped open at 40k the rubber valve is compleately gone or have chenks missing. Wonder where all that rubber crud went? You got it, throught the turbo and out the tailpipe. I have pictures of one if anyone would like to see that mess. It was taken off a VW gasser with 38k miles on the clock.

RFCRD · **Posted:** Mon Dec 18, 2006 12:01 pm

Joe Romas wrote:

RFCRD wrote:

[ So there is a chance that a typical F31 reflash might not have the latest software included.

So where would that put us 06 owners who's vehicles were built in late 05/early 06? I've not gotten the F31 yet.

RFCRD, On another note on your oil problem I owned a 96 passat tdi wagon that started using oil and it turned out to be the hocky puck on the valve cover. Part of the diagnoses was to measure how much oil ran out of the intercooler when the bottom hose was removed. A little=normal, a ounce or more too much.

Not sure where the late '06's stand on this. My understanding is the software for 18-023-06 is not exactly the same as F31 but is included in the F31??? Remember DC doesn't ID a software version by the TSB number, you get whatever is the latest avaliable when the reflash is done. Still think you '06 owners are getting the short end of this recall if being excluded.

The oiling I see is not CCV related. The Provent is catching the CCV oil. My oil is coming straight through the turbo seals. As long as it's under reasonable control (doesen't migrate past the first CAC hose) I can live with it. When something goes wrong and it blows oil through the system, then we have a true problem. I am finding out through work that VGT's are very bad for passing oil. Our shop now has a written protocol for pulling and cleaning intercoolers & CAC pipes when replacing a VGT on a bus along with a standard job code in the computer system. Sad when it becomes this routine. I still get laughed at by our mechanics for buying this beast.

Tinman · **Joined:** Mon Apr 10, 2006 10:45 am **Posts:** 308

AZScout wrote:

Tinman...with your experience with diesels and transmissions, what would you do to improve the CRD between the 2.8 engine and 545rfe transmission?

I am not a trans expert, I just spend a pathologic amount of time reading diesel forums. I don't have a fix but here are a few ideas. The worst thing I preceive in the CRD 545 is the mushy, sloppy shifts. Any auto trans that shifts smooth is doing so by slipping clutches between shifts to get a smooth transfer of power. That slipping will kill a tranny over time. It is not as bad on a gasser because the gassers don't have as much torque to do as much damage. That slippage with the torque of a diesel is more of a problem. ALL factory autos, IMO, are programed to fail because they are made as cheap as possible to get off the lot and make it until the warrenty expires. A good auto will have firm shifts so that clutch slipping is minimized. Most Jack and Jill comsumers don't like the firm shifting shifting, so the factory puts out trannys that are programemd to fail. I'm not talking about trannys that chirp the tires between shifts, but you should definitely feel it shift. Beefer internals and higher line pressure will help this.

The worst thing on most factor diesel autos is the loose TC. The CRDs 545 isn't too bad really. Not prefect but OK (way better then the D/C 47/48re or the Ford Torqueshift). The TC problem with the CRD apparently is the clutches and inability to hold. This could be fixed by changes such as more line pressure, better pump or more surface area - maybe multiple disc.

I think all the well known trans vendors have been mentioned in this thread. Any or which could give a disertation on the subject and would be glad to fix the problem if there was enough of a market to recoup thier R&D. D/C will never do any more than the necessary minimum.

Ripster · **Posted:** Tue Dec 19, 2006 9:17 pm

Ok Tinman et all. I have the TQ from a 2005 CRD, with about 10,000 miles and no shavings so it should
be good enough for a reputable place to take a look at and see if they can tell what the stall speed is,
and what it should be set up for. Now this is going to be expensive to ship, and the end goal here is
to beef up the TQ to our CRD specifications to eliminate the weak point. So I am willing to part with it,
I just want it to go to a reputable shop, and one that will assist us with beefing up one to our specs.
I am willing to ship it, to a shop you can vouch for, if they are willing to take a look at it.

DarbyWalters · **Posted:** Tue Dec 19, 2006 9:26 pm

Don at Performance Transmission does work on 45RFE and 545RFE. His number is Call 1-888-877-1008. He might be a good one to send it to...he also has the TransGo shift kits. As for stall speed something around 1500 would be ideal...just a bit under the 1800 peak. I think the tranny itself will handle the CRD without any gripes with the correct TC that locks up properly instead of overslipping. We need to USE our torque...not let it SLIP away. The extra slipping also generates heat which is a bad thing.

Ripster · **Posted:** Tue Dec 19, 2006 9:43 pm

Two days waiting for Star to come up with the next idea on trying to get mine flashed to
F-37, good thing I am not down is all I can say.

Pablo · **Joined:** Thu Feb 02, 2006 10:06 pm **Posts:** 1201

DarbyWalters wrote:

Don at Performance Transmission does work on 45RFE and 545RFE. His number is Call 1-888-877-1008. He might be a good one to send it to...he also has the TransGo shift kits. As for stall speed something around 1500 would be ideal...just a bit under the 1800 peak. I think the tranny itself will handle the CRD without any gripes with the correct TC that locks up properly instead of overslipping. We need to USE our torque...not let it SLIP away. The extra slipping also generates heat which is a bad thing.

The website has one that you can order on-line for 1600rpm. I would think that 1600-1800rpm would be good enough. But I don't really have any idea. The previously posted link is here, scroll down to torque converter:

http://www.transmissionsone.com/45rfe_p ... om_pat.htm

I wonder what the stator torque multiplication factor is in that one. I would want at least the 2x that the (old) stock one did.

Jeger · **Posted:** Wed Dec 20, 2006 6:31 am

I like where this is heading, keep up the good work folks! I guess we will just have to show DC what to do to these things EH?

CATCRD · **Posted:** Wed Dec 20, 2006 6:29 pm

Pablo wrote:

DarbyWalters wrote:

Don at Performance Transmission does work on 45RFE and 545RFE. His number is Call 1-888-877-1008. He might be a good one to send it to...he also has the TransGo shift kits. As for stall speed something around 1500 would be ideal...just a bit under the 1800 peak. I think the tranny itself will handle the CRD without any gripes with the correct TC that locks up properly instead of overslipping. We need to USE our torque...not let it SLIP away. The extra slipping also generates heat which is a bad thing.

The website has one that you can order on-line for 1600rpm. I would think that 1600-1800rpm would be good enough. But I don't really have any idea. The previously posted link is here, scroll down to torque converter:

http://www.transmissionsone.com/45rfe_p ... om_pat.htm

I wonder what the stator torque multiplication factor is in that one. I would want at least the 2x that the (old) stock one did.

I think 1600-1700rpm would be ideal. It would give it a little more time for the turbo to spool.

Toe · **Joined:** Mon Jul 10, 2006 12:50 pm **Posts:** 44

Another aftermarket Torque Converter company to look at is www.Edgeracingconverters.com I have a 2800stall converter in my hemi ram from them and it made a world of difference. They are now just starting to do custom stalls. A blown 800hp hemi ram just got a 3400 stall on another board. But they might be able to go the opposite way. Phone them up, talk to Andre, he knows his stuff.

In the hemi ram world, the APS converter and the Edge converter are the ones everyone is going for.

Ripster · **Posted:** Thu Dec 21, 2006 4:54 pm

Pablo seems your link all ready has a heavy duty TQ for this Liberty CRD, they are aware of our issues and for $450 plus shipping
you can have a heavy duty TQ with stall speed of 1500 designed for our CRD diesel. Even though the website only shows 1600 for
a stall speed, it can be done lower. So looks like I don't need to send mine out, they have the unit all ready.
http://www.transmissionsone.com/45rfe_performance_parts_from_pat.htm Too bad I had mine apart last week.

Tinman · **Joined:** Mon Apr 10, 2006 10:45 am **Posts:** 308

Ripster wrote:

Ok Tinman et all. I have the TQ from a 2005 CRD, with about 10,000 miles and no shavings so it should
be good enough for a reputable place to take a look at and see if they can tell what the stall speed is,
and what it should be set up for. Now this is going to be expensive to ship, and the end goal here is
to beef up the TQ to our CRD specifications to eliminate the weak point. So I am willing to part with it,
I just want it to go to a reputable shop, and one that will assist us with beefing up one to our specs.
I am willing to ship it, to a shop you can vouch for, if they are willing to take a look at it.

My personal experience is with Diesel Transmission Technologies in British Columbia. They have installers all over. The owner is a guy named Bill Kondolay and it is a family business. My experience with them has been top notch. Advanced Turbo Systems is in Colorado, Denver, I think. Clint is probably the one you'd want to talk to. I doubt they'd be interested because I hear they are very busy with there truck business. Dave Goerend of Goerend brothers has already been mentioned here. I can't remember where they are from. The other reputable diesel trans builder that comes to mind is Suncoast out of Panama City Floirda. I don't know a name of anyone down there. Any of these are good diesel trans specialist based on the info I've seen on various forums. I'd contact each and see what they say. One may bite and be interested. I would expect them to want to have the whole trans in the vehicle to properly engineer a good product, but the TC is a good start. I would expect the minimum you could get away with would be a TC and valve body. At stock power, I would think that could make a good 545. Trans work is expensive so I believe do it right, do it once.

DnA Diesel · **Posted:** Wed Dec 27, 2006 3:13 am

A furnace-brazed, needle-bearinged, 1500rpm stall converter for a 545RFE is exactly what we seem to need. Do the PATC converters have an extra plate or two in the lock-up clutch?

Transmission prospective

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