 What's up, folks? Our friend. I hope everybody's having an awesome time out there. As you can see, we made it. We are at CRT. Frostbites at CRT. And we're going to be putting in the transmission tomorrow morning. So, we are here at John's Shop. It's absolutely awesome. So, I'm going to take you guys around John's Shop. John Cope at CRT Racing, guys, has the most bad to the bone shop I've ever seen. Definitely goals. And I'm going to tell you right now, I feel like I'm in the scene of like Fast and Affirious with the shop. It is awesome. He has all kinds of cool toys up here. Wait until I take you upstairs to see his little hangout area. It is awesome. But guys, I'm going to give you a little walk around. Right here is Mr. Haney. This is Mr. Haney. This is John's Ford, his 66 Ford truck that has a 392 Himmys stuffed under the hood. Not only that, this truck has the 46RE transmission with the full manual valve body with a trans brake. That he said he's going to have me drive it tomorrow, so we're going to try to get some videos with that. But he started this truck for me earlier and it sounds awesome. Also, up here on the lift, you can see we have some MoPAR, MoPower up here that he's working on. This car is awesome. And over here, we have another project going on. But what we're all here for is Frostbite. We got Frostbite over here by the rack and it's going under the knife tomorrow for the transmission guys. So, and there is what we're here to do right there. Transmission is in the house. 46RE from Coat Racing. He painted it up so it'll match up with Frostbite. And this is what's going in the truck tomorrow guys. Right here, it's going to be bad ass. I can't wait to drive the truck with a new transmission in it. So now, let me take you upstairs to John's Hangout. This is awesome guys. You got to check this out. So, not only is this his shop guys, but he has literally turned this into a grown man's playroom. We have a hotel room upstairs that I'm currently staying in, which is absolutely awesome. So, not only are we doing the transmission swap in his shop, but I'm actually up here with my son and my best friend. And we're staying the night or the weekend in his shop. That is awesome. And this is John's grown man hangout room, which we're having a blast in right now. We got a pool table up in here. We got arcade games. We got a full bar. We have a frickin' jukebox over here. I mean, we got it all guys. It's awesome. So, we're over here hanging out. And what I want to show you guys next is a video that John put together on the transmission swap for Frostbite. As you can hear, my buddy's over here beating on the arcade game. So, right now I'm going to show you footage of John when he was building the transmission I just showed you downstairs for Frostbite. He pretty much goes through what he's doing to the transmission, why he's doing it, and what all the transmission is about. So, check it out. He put a lot of effort into this build. And like I said, we drove all the way up here 12 hours from Georgia to come hang out in this awesome shop and do the transmission swap at his shop. Completely floored. Dude, this is awesome. Thank you, John. And guys, hope you enjoy it. But check it out. Standing at the shop in Northwest Indiana in February. I think the temperature outside is 3 degrees. You can get a Frostbite from standing out there. Alright, come in here. We're building a Frostbite transmission for the Frostbite RAM truck. That's the case. Hi everyone, John Cope from CRT. And I'm going to show a few things about the overdrive section on this Frostbite truck. And we'll go over a few things. I'm going to document the whole build for him. And just to show you guys what's going on inside the transmission, okay? So let me do this real quick. I'm going to do this piece by piece. So right now I'm just going to show you what we got going on in the overdrive section. It's all apart. And you're not seeing double. I just, there's a few things I want to show you. And can do a little comparison of what's going inside the transmission. And the first thing I'm going to start with is the output shaft. This is a rear wheel drive truck. And there's two style output shafts that we'll see right here. One has a spinometer and a hole for a governor. And the governor assembly goes on this keyway. And the other one has nothing. There's a tone ring on the overdrive annulus right here that picks up on the speed sensor. So for this build, for the frostbite ram truck, I'm going to use the shaft on the left. This shaft is completely solid all the way up as you see. There's no holes in it. It's actually stronger than this shaft which has a hole in it. Can you see the hole through there? And it has a worm gear right here for a spinometer. So if viewers are going to have a vehicle that needed a spinometer driven by a gear, I would use this output shaft. But since the frostbite ram has his spinometer in the rear end, which is a vehicle speed sensor, he does not need a worm gear on the shaft. Which means that it's going to allow me to use a shaft that is stronger than the shaft with a hole in it. With trans brake applications, it's possible that the run when you're running stock shafts, if you run shafts with no holes in it or worm gears, it's just stronger. It's not made from any of a different material. It's not billet. It's just a stock shaft of the raw form. So I just wanted to show you the difference between the two shafts and that we're going to use this one here for the frostbite truck. So I'm going to put that one up to the side. I wanted to show you guys the difference. The other pieces that I got on the bench here would be let's do the overdrive planetary. This is a little bit of a surprise I'm doing for Dylan. He doesn't know I'm doing this until he sees this video. So here's a surprise. When you buy my Hellcat 518 or we'll call it a 46RE, whatever you like, it's going to come with the overdrive planet. It is made of steel and it's helical cut. Which means, where am I at? There we go. That means the gears, the way they're cut are done at an angle. Those are called helical cut gears. And these work fine. There's nothing wrong with them. I've used them in a thousand horsepower applications. There's the four pinion helical cut overdrive gear set that Chrysler's used on all their gas motors. The diesel motors and they did use a six pinion but I think that's way overkill for a gas motor. So what I have here is a straight cut gear set that Chrysler came out with. They used it for two years on V10s and the reason why they quit using it was because the customers complained about the gear noise when in overdrive. So I've actually had this gear set for quite some time, the five pinion straight cuts. I just had them laying around. I don't even have a set in my truck which is a hemipowered, it's also hemipowered. That truck is called Mr. Haney. Mr. Haney doesn't even have a straight cut five pinion. They have the helical cut four pinion. It may be a little bit overkill but for this unit I really wanted to put some of the best parts that I had just laying around. So this is a two year only made gear set that Chrysler put in their 518, well it wouldn't be a 518. It would be a 47RH is what this gear set came in and Chrysler only used it two years. So this one is a little bit of a bonus for you. They're doing for the Frostbite so I wanted to show you that. So we're going to take this gear set and save it for the next one. Now I know what you're saying, hey I want one of those straight cut gear sets. They're a little bit of a needle in the haystack. They're hard to find, man I've been hanging on this thing for a couple years just on the shelf. I was just looking for an excuse to use it so I'm going to use it on the Frostbite truck. I already installed the new bushings. Top and bottom I'm trying to keep this as clear as I can. And put the bearing on there. And so I'm ready to do assembly. It's getting a brand new double roller spray for the overdrive. Here is the straight cut annulus. These are just some snap rings. Now the people look at this monster, look at this. Huh? That's the overdrive spring that Chrysler uses. You can almost use that baby and a go-kart for suspension. It's pretty stout. Let's see what else we got here. It's going to get an updated snap ring. This ain't the one. It's this snap ring right here. The other guys ever drop an oil pan on a 518 or A500 to see bits of a snap ring laying at the bottom of hand? It's from this one. They seem to break a lot. So this is actually the same the new one. I got a new one around here somewhere but this one ain't it. I got a new one. It's getting an updated snap ring to prevent that from popping off. Here are the clutches. So we have the overdrive directs and the overdrive brake. The big overdrive clutches, we're going to go from four clutches to five. And we're going to use coaling steels instead of stock steels. And these clutches are GPZ rabestus clutches, which that will be out throughout the trance. For these, the smaller overdrive ones, believe it or not, I'm using bone stock rabestus clutches and steels. And I'll tell you why. These clutches are on. If you look at the flow chart, these clutches are on and applied by that spring. And every gear except when an overdrive. So even when the truck shut off, these clutches are applied. They're applied by the spring. And then when the overdrive piston comes on and pushes this, it pushes the spring down. It shuts off these clutches and turns on these clutches. So there's really no need to put performance clutches in this kit or in overdrive. The smaller overdrive, I think it's the overdrive brake or overdrive direct, I'm sorry. There's no need to put performance clutches in here because they're not hydraulically applied. They're always applied by that big spring, the first, second, third and reverse. And then the only time they shut off is when you're an overdrive. So they'd never, ever, ever wear out. So that's why I'm using stock clutches. And I do in all of them, even if it's a helipad trans or if it's the Hellcat trans. And this is basically a Hellcat trans. And the only difference between a helipad and the Hellcat is stock shafts. So this is going to have a stock input shaft, output shaft and intermediate shaft. Even though it's a trans brake unit, I've run stock shafts and my Mr. Haney truck, and I've been trans-breaking it for three years now and I've never broke one. It's a 4,000 pound truck. I think Dylan's truck is about the same, not maybe a little bit less or a little bit more. So I'm pretty confident that he's never going to break a factory shaft. The helipad transmission that has 1,000 horsepower, that's a little different. I put shafts, I put the two shafts in there, the intermediate shaft and the input shaft and hub. So what I'm going to do is I'm going to put all this together and then we're going to go to the press and I'll show you guys how we press it together. Ready? Yep. Okay, now we're in the shop and we're at the press. With 518s, 46REs, it requires that you compress that big spring I showed you earlier down and you're going to need two tools. One is this tool here that aligns the planetary with the sprag race and then this one here, that compresses it. I already have the new overdrive clutches in here and remember that snap ring I told you guys about that always is in the bottom of the oil pan when you drop it off, well this is a new updated one. So always use a new updated one on here as we do for this one. And then I keep my 518 snap rings right here so they're going to get lost. So we're going to go ahead and press this down and we're going to assemble this overdrive unit. Well it's assembled, we're just going to put the final two snap rings on it. Yeah that spring is like, I don't know, I can remember what the weight was. It's an 800 pound spring, it's pretty gnarly. So you just go down far enough until you can see this first snap ring land and then you should all be in all the way. Then just one by one, drop the clutches in and the steels which are already stacked and have already been pre-soaked for 15 minutes. I'm going to go down a little bit more. We're going to install the updated snap ring, it will not break. And then there's an inner snap ring that we put on. Make sure they're seated in the groove all the way which we are. Bring up the press and there you go. And that's all, that's all you do. It's really just a really how-to video. This is just me showing how we're putting together this Hellcat Trans for the Frostbite truck. Alright we just got back from the press and I put this overdrive section together and now we're going to go ahead and assemble it in the tail housing. One thing I will give you guys a little tip for you to do it yourself first. You notice I used a tool to align the planetary splines along with the overrun clutch splines. The planetary splines come here and the overrun clutch splines go here. This is a stock output shaft that I used that you can cut the end off and use this for an alignment tool because both those splines have to be lined up with this. Otherwise you can assemble it and the splines won't be together. Then when you go and drop the overdrive unit onto the intermediate shaft the splines won't line up. So if you guys want to make your own tool just get an intermediate shaft and cut the one end off. You got yourself a tool. I've been using that thing since I worked at Dodge years and years and years ago. So that's a freebie tip. Alright so I got the overdrive unit assembled. Got our bearing on. Again I'm using the output shaft that doesn't have the speedometer or the hole for the governor because it's stronger. And Frostbite has a vehicle speed sensor that he can either run the one off the tail housing here or the one off the differential. So he doesn't need a speedometer. But let's say you were going to put this on a road runner or GTX or something that has a cable driven speedometer. Then you can request say John I want a cable driven speedometer. I will change the shaft to the other one for you. The tail housing has already been prepped and hot tanked and we're painting this called Frostbite White. And the only thing that we have to do, the bushing and the tail housing is already in. The bushing and the rear seal is already in. Put our snap ring in there. That's going to go on this bearing right here. Put the assembly system on the tail. The overdrive unit. The snap rings in. Then we're going to put the little clip cover with this gasket and the two screws. I always have mine set up and gold plated because they look really nice. It's actually cold. Come here Elaine. Hey guys, this is my wife Elaine. Say hello. Hi. Yeah. She got out here real quick. Alright, camera guy. I'm going to have you come to this side so they can see. So pick up the camera and come around to this side. So now we're going to put the overdrive clutches in. Could you see that inside there pretty good? Or no. Some light help. How's that? The only thing left to put in here are the two snap rings. First goes the flat snap ring. Then the wave snap ring. Then the pressure plate goes in. And then these are the overdrive clutches. I told you before, but these are GPZs by Ray Bastis and Colleen Steele. So one clutch, one steel, one clutch, one steel. Who's behind me? That was my phone. It's probably Dylan. Hey, is my transmission done? The tail housing. You know why? It's a little bit damp. Alright, then the very strongest snap ring in the world. Goes right there. Make sure it's in the groove all the way. Alright, I'm not going to touch the tail housing because my hands are dirty and I'm leaving fingerprints all over it. So that's it. That's how you do an overdrive unit. Even though this ain't a whole how-to video, I'm just documenting the build. That's all I'm doing. Alright, there's the case. The case is prepped. The sprag is in. You can't see it. Let me try to do it a little. Yeah, that ain't going to work. Got the low reverse billet servos in there. The accumulator with the black rod instead of D-rings. There's the billet 4.2 lever. I stud all my transmission cases. And, um, I'm going to slide here. If I can move this. I have an adapter to run a regular Chrysler neutral switch. I put the fittings in there for the cooling line. And let's show you some parts that are here. This is his valve body. The valve body for our Frostbite. And it's a reverse manual valve body. We're going to set this about 185 to 190 psi. It shifts the reverse pattern, which you go first, second, third, fourth gear. And the fourth gear that shifts into overdrive doesn't use a, uh, no electronics. So the, this 46RE becomes standalone. No kick down linkage is needed and no computer is needed, no transmission computer because the valve body is all standalone. Um, here we have the trans-brake solenoid. The lock-up solenoids. Um, and let's see if we can turn this around. I'll let you look at the other side. It's a real nice piece. Take a lot of pride in that valve body. My design. And, uh, this is valve body number 310. This stupid camera focuses for the crap. I'm going to take my word for it. It's 310. Um, we're going to use a solid front band and red lining. These bands, this band here is what Chrysler used on 727s from 1962 to 1970. And then in 71, they went with the flex bands and they used that up all the way till 2006 when they quit making the three, the four speed. Uh, the lower verse drum with the lower verse red line band. Uh, as you see the pump, there's the stator support, the sun shell, the input shaft and hub, the intermediate shaft. Talk a little bit about the gear ratios. Um, this is what we, what is called in the industry a low gear set. So this gear, this first gear ratio, and, uh, you can tell by, it's got the smaller pinions in the sun gear has a larger diameter well than onto it. So all low gear sets, you're going to have the one, the sun gear on the front to be large and the sun gear on the back be standard size or smaller. If this was a 245 ratio, the sun gear would have the same size gear and tooth count on both sides. So this is what normally comes in a 46 RE, which is the ratio is 245 to one and 145 to one and then one to one. So first, second, third. This ratio here that we're putting in frostbite strands, um, is a 277 to one. And the reason why I'm doing that is because there's two reasons why. One, the 545 has a pretty steep first gear. It's 3.00 to one. Um, so when you go from a 3.00 to a 245, that's a big drop in gear ratios. So I wanted to go with the steeper ratio just so there wasn't that big gap of what he used to have with the 545 compared to what the 46 RE. Um, the second reason why I want to use this gear set and here's the front annulus of that gear set. Um, the low gear set is because the truck is heavy. The truck weighs close to 4,000 pounds. So this gear ratio, having a lower first gear is really going to help get this out of the hole. And I don't know why this thing ain't focusing with the crap. I got to learn my camera. Um, this pinion is a 4 pinion steel carrier. Um, it's made by my competitors. It has needle bearings on the top of the thrust side and not washers. So it'll take the torque load of the Hemi, a supercharged Hemi. It'll also take the torque load because it's a heavy vehicle. So that's why I opted to go to a 245. Um, it's more money. It's probably double than just putting a steel planetary in there. But I think for this truck, it's going to need it. Mr. Haney, which is my truck, runs this same ratio. And in my cornet, I ran this same ratio. And I really like how it acts to the trans brake. Um, this truck should do some OK wheelies. So not real big, but it should do, it should yank both front tires off the ground. So that's about the gear ratio. Um, I want to talk about the rear planetary too. I have two of them here. And the rear, the rear, the rear planetary has been the same from, from 1962 all the way up to 2006. Man, that is a long run. Um, they, they come in three or four pinions and the 46 always usually comes with four pinions. This is the standard planetary for the rear. It's made up from aluminum, has four pins, and uses a thrust washer. Oh, it's on there pretty good. Use of this, this thrust washer. Um, I made this for frostbite. Uh, this one, I machined for torqued and bearings. So instead of having a washer on each side, it's going to have bearings on each side. That's going to make it, um, have less friction and free up horsepower. So since the, the low gear set in the front has bearings, um, and there's a preload end-play setting for a bearing transmission compared to a washer transmission, I don't like mixing the two. I've done it before in the past where you have bearings in the front and washers in the back. But then you, you got to be, you got to find a happy medium end-play because like a washer transmission, that, you know, you can go 15, um, 15 to 25, 30 thousands end-play where a bearing transmission, you can go from five to 10 thousands. So this is going to get this planetary. Um, we do offer these to the customer if they want to upgrade. Um, it's, it's rollerized and it's got the new bearings in there instead of the washers. So that's an upgrade that I didn't tell Dylan about. So there, there you go, Dylan. Now you know, only the best for frostbite. Um, the next thing I'm going to talk about is the billet steel drum that we're putting in here. Um, this is a, uh, the front billet steel drum and this particular one is in large piston size. Um, this is the standard size piston of the stock drum and you can get a billet drum that uses the standard size piston. But again, because of the weight of the vehicle, it's heavier. Um, and the more area that you have that the fluid pushes on, the more pounds per squared inch by increasing the squared inches, you get more clamping force with the same hydraulic pressure. So as you can see the two, you can see how much bigger the billet piston is compared to the stock piston. So it's going to make the difference. Not that my brake needs any help because it works so good by itself. However, it will hold the brake. The brake will work better and it'll have a better third gear and hold better while it's going through the overdrive ratio. Um, this is going to take my 15 springs, then I have a billet spring retainer that's going to go on top of the strings when you put it in the drum. Uh, the only thing I got left to talk about on this is again, we're using Revestis GPZ clutches. I've used these in diesels. I've used these in drag racing applications, off-road applications and it just, it's the best clutch out there. I think they're way better than the Reds and I used Reds since I was a kid. So, um, I really like the GPZ clutches. So this is basically just what we have left to do. The overdrive unit's done. The case is done. Um, the valve body is done. All they have to do is build the pump, build the two drums, assemble the planetary system and then start doing the final assembly on the transmission.