 I was checking out the scene, nobody behind us. Here we go. Oh, holy shit! Oh, holy shit! Of course, right after somebody pulls up. Oh, dude, that thing, hey, the tack, I don't think the phone got it very well, but the tack went like all the way up to 35 to 3600 and then all hell broke loose. Like, I've never seen this truck actually fishtail from a stop like that. That was a huge improvement with putting power down. Holy crap! All right, we're gonna try a four-wheel drive launch on the street. I roll forward, make sure everything clicks in there. Holy shit! Dude, that son of a bitch! That dude! Holy crap! That was a 60-foot right there on the track. That gave me the butterflies. Oh, my God! OMG! You got a lap full of, uh, spark plugs. Every one of these spark plugs just fell off in my little lap. Dude, that was on a piece of crap street with these street tires and it just, dude, it took off. Like, it took off. It didn't spin. It just really spin. Yeah, dude, it just literally, I felt like we just launched Frostbite off the trans brake. Like, that was insane. What's up, Mopar fam? Hope everybody's having a fantastic day. Today is the day we are putting the new Circle D triple disc converter in Project Storm. As you can see, we got it on the lift and we've already started draining fluids out of it. So stay tuned. It's gonna be a long video, but we're gonna get it done today. So we've got storm on the lift. As you can see, we just kind of started. We got the pan off. We got the fluid obviously drained out. We're just kind of letting some stuff drip dry. We're gonna replace this transmission filter and then you have a screw on filter that goes right here. And we have it already out. It's laying down there. So we're gonna put new filters in real quick, put the pan back on. That way we're not getting dripped on with transmission fluid. And then we're gonna have to obviously pull this transmission down to be able to get the meat and potatoes in for the Circle D. What are you trying to do? Pull the filter out. Oh, you gotta take a screw out. Is there a screw? Yeah, there's a screw, a torch right there, holds it up. Oh, yeah. And then there's an O-ring that sticks in somewhere with an O-ring. And for the big flat filter right here, you have one screw right here towards the backside that holds this filter up. To take this screw out, you're gonna need a Torx. It's a T25. And that's the only thing that holds that filter up besides the little neck that has an O-ring on it that actually plugs up into the valve body. And that neck is up here. So just kind of be careful, pull that down. And pretty much reverse thing, you'll slide the new filter up there and put the screw back in. And then sometimes you want to make sure the O-ring came with it and it did not. So you can kind of see, let me get over here, you can see how the O-ring stayed with it and the transmission. Now the new filters usually will come with a new one. So you want to make sure you get that out and then put the new one in. Did it come out? No, I'm gonna get something to fuck it with. Does it have a new one? Yeah, a new one. Okay. So here's the new one. That's the new seal. And you always want to install that in the pan, not on the filter. Exactly. So once you get the new one out, you're going to push this new seal in the transmission first. Lube it up with some fluid. That's dripping. And then install the new filter. And of course, boom, there you go. I'm an AMSOIL dealer. If you need anything for the truck or your car, let me know. We can hook you up. We did Project Storm last weekend. We did all the fluids on this truck. We did the front diff with AMSOIL. And we did the rear diff also with AMSOIL. So now the transmission is going to be getting done with the converter. So this whole truck will be AMSOIL all the way down. So we got the new canister filter installed. We got the flat pan filter installed. We have already, I just removed the front driveshaft. This is four-wheel drive truck. And we got the rear driveshaft removed. There they are right there. And we have our pan doctored up right here with some good old, good old Honda bond. So we're about to put our pan back on. And that way we can start trying to get this transmission down and out of the way so we can get a converter put in this thing. So heck, yeah, here we go. All right, guys. So we have, we just removed these two bolts on the lower side of the transmission. There's two bolts up here on the side that holds this bracket. You got to get this bracket out so you can get to your converter bolts to get them loose. And then on this four-wheel drive model, we have a bracket right here that's mounted to the side of the transmission on the driver side. And then there's three bolts and you see him working on one over here that is bolted to the top of the front diff. And they're just basically that support bracket right here. So we're trying to get this bracket unbolted right now. That way we can get to our starter and get our starter unbolted and continue on. So that's kind of where we're at right now. We got our exhaust unhooked. It's a little easier for us because we got custom exhaust. So we don't have anything, you know, laying across or underneath the transmission. It's all pretty open for us. So we're thankful for that right now. That's for sure. All right, Mo Parframs. So we see we just got this big bracket out the bottom. This is what that bracket looks like right here. You got two bolts up top on each side going straight up. And then you got two on the lower transmission side of the case. That lets you access the converter bolts. Let me get some light here. So right up here, you can see there's one light. There we go. So there's one converter bolt right there. And then we'll have to spin, rotate the engine over to get to the other three. Once we get all the converter bolts out, then we can continue on removing bolts for a transmission case and try to slide everything back so that we can get the converter out. So stay tuned. We're getting there, Mo Parframs. All right, so we got one converter bolt out. We got my son right here. He's on the front of the crank with a big socket and a ratchet. Rotating the motor for Ryan. And then he is actually pulling these converter bolts out. So you just need basically a big long, big long wrench right here. Works out and a hammer to get it loose. Just kind of whack it like so. And once you get them loose, you can just work them the rest of the way by hand. Turn it back down. Are you inside the storm? Yeah, I'm about to attach myself to the crank. There you go. All right, so these converter bolts are right here. So there's two. He's working on the third one. And then there'll be one more. There's four of them that holds the converter on. All right. And what size are those again? That is an 18. So 18. You need an 18 wrench. Gear wrench works great for our crank bolt. It's a 22. And that's what we're rotating the motor with. And a pretty good system. Works out pretty well. Just got to get the young one up there. Work the guns. Turn that hammy. Turn that hammy. That's good. There you go. We're getting it done. We almost got the circle D about to be ready. Coffee time. All right, so we just let it down so we can unhook the battery real quick. We're about to remove the starter. So obviously you got hot power going to that starter. So you want to make sure you have the battery disconnected before you play with that starter. So yeah, here we go. Time to get the starter out. All right, we're going to do a quick tech tip here. So when you pull your driveshaft out, pretty much any transmission, um, what works good to not get fluid constantly dripping on you. All right. And I've seen many people do it many different ways, but a good old rubbery glove and a handshake there fellow works pretty good. I've even seen people cram actual rubbers on there. If you know what I mean, but anything gets the job done. There you go. High five my man. Continue on. All right. So here's the starter. We got it unbolted. You got two 15 millimeter bolts. You got one here and one right here. We've already got them removed. You got one signal wire that clips on to the starter solenoid right here. And then you got one power cable that has a nut that holds it on. And that is a 13. So that's pretty much it. So we're about to pull the starter out. All right. So right now we're kind of supporting up our transmission and transfer case. We got one of these little prop rods. We're going to undo our cross member so that we can lay our exhaust kind of down out of our way. We don't really have enough room to pull it back because of all the bends. So we're going to lay once we pull this cross member, we can let our exhaust drop and get it out of our way. And then we are going to get our little power table we have over here. All right. I'm Opar Fam. So getting a little closer, as you see, we got the transmission cross member out. You got two bolts on the passenger, two bolts on the driver. And then you got three nuts right here. We got them threaded back on so we don't lose them. That goes up into the cross member for the transmission mount. And then that whole cross member will come down and out of your way. So now we are going to try to finagle our exhaust down through this hole and then get our power table over here and hold this transmission up so we can get some bolts out of it. All right. I'm Opar Fam. As you can see, we have jumped ahead here a little bit. We got the transmission down. We got it on our little table here. Converter is out. You can see them on the floor. Transmission. So here is our stock converter. And this is our new Circle D Pro Series triple disc converter. So I might never noticed if you look inside the... It'll be hard to see here maybe. There we go. Inside there, you see the gear or the teeth? They don't have teeth all the way around. There's three spots that's missing. You know, I'd say on maybe two or three teeth. The new converter from Circle D has teeth all the way around it, as you can see. And the shafts on the transmission have teeth all the way around them. So yeah, just note to self, way to go Circle D for utilizing all the teeth on the stock transmission. I don't know what's up with that from the factory. Why wouldn't they... Why would they not build something and use all of the teeth when they could? That don't make no sense. I guess they're cheaping out there. I have no idea. If somebody knows, comment down below and tell me why, but to me that just seems kind of stupid and cheap. We're putting a little bit of fluid in the converter before we put it in. The other thing I want to note, the Circle D converter is a little bit smaller in diameter, but the bolt holes are the same. Everything will work. The factory converter is a little larger and also it is much heavier as this thing is all like steel. I believe these are all billet aluminum. I want to say they make these out of, but this converter being even a triple disc, this thing is tremendously lighter than that factory converter. I was shocked when I picked them up. So that's going to be a huge gain right there just getting rid of a lot of weight off the crankshaft per se. I think the motor is definitely going to probably pick up and spool up much quicker having less weight to have to rotate. So that's going to be a bonus also on top of everything else we're going to gain doing the Circle D converter. So heck yeah, let's stick this thing in the new, let's put the new Circle D in the transmission and start putting this thing back together. All right, so I just picked up the new Circle D. We put it in the transmission. When you put these in, make sure you fill them pop all the way in because it's kind of, it's got to kind of fit over a couple different set of gears there. Other thing is you can kind of rotate it back and forth. I don't know if you can hear that. You can hear like a little click back and forth. Let's you know that everything's engaged in the pump and everything and you're seated and good to go before you start putting bolts in this. So there you go. Circle D time. All right Mopar fam, we are moving right along. We got the transmission bolted back up. As you can see, we got everything plugged back in. We got put the cross member back in. Right now we are putting in the converter bolts. You're going to put one drop of Loctite on that converter bolt. Nope. That's all you need per Mr. John of the Cope. John Cope drop. The John Cope drop, right? That's the rule. That's the transmission rule, I guess. One drop. One drop. All right, stay tuned. We're getting there. All right Mopar fam, we are getting there. We are getting there. We got the cross member back up. We got the starter in. We're just kind of doing the little knickknacks. We still got to do the drive shaft for the front, drive shaft for the back. We got to tidy up our exhaust still. But we are almost getting there. Almost time to put fluid in. Test heads, test heads, test heads. All right Mopar fam, we got project storm almost done. We got the exhaust all back on, drive shafts in. We already filled transfer case up with new AMSOLE fluid. We got front shaft in, exhaust hook back up. Everything's plugged back in. So now it is time to let the truck down and fill the transmission full of some new AMSOLE fluid. AMSOLE going in, baby. Down the hole. Down the hole. Project storm about to be bad. Oh yeah, get you some. Storm is looking good, boys. That's circle D converter. Oh yeah. Listen to that low tune, baby. Stock camshaft. My low tune I put in there. Converter circle D triple disc cruise series. And this is the 34 to 3600 stall that we chose. So far the truck's acting perfect. We got forward, we got reverse. So we must have done something right. Oh yeah, we're backing up. Let's go. Let's go. We got new spark plugs in here because it's time to do a freshen up on the plugs. I've been in here for over a year. We've been beating on it. So normally when you got a stall converter, the best way to say it fills when you're just putting around, it kind of feels like you're towing something or the truck feels a little heavier or feels a little mushy is the best way to put it. So what do you think so far? So far it doesn't feel much different than really like that right there. It's not real. It's not super snappy when you just take off when you got a stall converter, just regularly driving. Boys, she will grab. Well, you can, I can kind of feel us like that wind up feeling you get. And then like it just goes. She's driving good though. Used to struggle to do a burnout. And now after we did the new exhaust and we got everything kind of tuned, she will burn rubber now, but she is definitely going to lay rubber when you smack it now with this converter. There is no doubt about that. Holy shit! Holy shit! And of course, right man, somebody pulls up. Oh dude, that thing, hey, the tack, I don't think the phone got it very well, but the tack went like all the way up to 35 to 3600 and then all hell broke loose. Like I've never seen this truck actually fishtail from a stop like that. That was, that was a huge improvement with putting power down. Holy crap! We all looped that crew. Uh-oh, 5-0 up there. 4-wheel drive launch on the street. Roll forward, make sure and clutch in there. You know what's said. Son of a bitch. That was a 60 foot right there on the track. That gave me the butterflies. Oh my god. The spark plugs. Every one of these spark plugs just fell off in my lap. That was on a piece of crap street with these street tires and it just, dude, it took off. Like it took off. It didn't spin. It just really spin. Yeah, dude, it just literally, I felt like we just launched frostbite off the trans brake. Like that was insane. Dude, that was insane. Like I haven't, dude, I've read, we've been in, I've been in Storm a lot trying to tune, log, everything. Yeah, that was with all three of us. I'm telling you right now, Storm has never, never left like that, ever. That's an extra, what 400 or 150 pounds at least? At least, yeah, with all three of us. So that's at, dude, the 7,000 pounds. Yeah, your, your normal, your normal 60 foot has been two ones, 2.1, 2.1s with the stock converter and these same tires and wheels. And man, that felt, that felt, that felt ridiculous. If that felt so much harder. Yeah, if we don't see, yeah, I would be shocked if we don't get a one, seven, 60 foot. At least, maybe, we'll see. It definitely does not feel like a slow ass beast now, off the line. I didn't expect that, like that was, it's like it took a minute to spool up before. Now it's just like, it is gone. Like it took off so hard, I didn't even get a chance to look at the tack, like, because it just threw me in the seat and all the start plugs went into my lap. Like I was shocked. I didn't, I didn't know. I was shocked. Yeah, I expected it to actually maybe spin off four tires, but it, dude, it hooked and it's cold out here today. And on a cramped road, a 20 inch stock Dodge wheels and tires. Holy crap. That was insane. It's going to be a whole new animal on the track, guys. Holy crap. All right, I think we're at a good stopping point. We're going to head back to the shop. We're going to recheck the fluid, make sure everything's good after running it around a little bit. Circle D, U freaking rock. The triple disc pro series for the 545s and the six speed Rams. Dude, this converter rocks. This converter rocks. We can't wait to get on the track and see the actual time slip difference, but it rocks. So stay tuned. We got crap in the bed too. That's a spare and a jack. Spare and a jack. So stay tuned, guys. Don't forget, hit that subscribe button, give the video a thumbs up, comment down below what you think of the Circle D. If you guys have one, what's your opinion on it, comment down below what you think the new 60 foot time is going to be for Storm. I'm very curious. We'll see you guys on the next one.