wmonroe
Elite Member
The side by side picture really shows the difference. The new should drop your temps nicely.
Will another auxiliary cooler increase line pressure and slow the ATF flow?
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JJZ 109
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Didn't use the truck today. Will give another post when I get a little more real world experience with it.
Before, I know that I saw temps of 223 - 224 on days when air temps were in the 80's and I was pulling up a fairly steep, quarter to half mile hill. New cooler should help immensely.
schmism
Super Member
I still am a firm believer that this is not a good solution to your problem. Yes I expect that new cooler to cool the trans fluid better. But I see the true issue of dumping a ton of power into heating the trans fluid the real problem that needs to be addressed.
As you listed your location as upstate NY, I would also expect to see this larger cooler keeping your trans temps below 120f in the frigid winters thus meaning your trans never warms up and shifting horribly.
JJZ 109
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Long (the cooler manufacturer) does in fact make a thermal bypass for that situation. My truck is parked from early November through the winter and doesn't return to service until April, so that situation really does not affect me and I didn't opt for the bypass.
As far as dumping "a ton of power" into the transmission, it's a stock motor that's only putting what Ford designed into the transmission. And the temps that I'm seeing really aren't to the extreme that I would have believed according to a former Ford transmission engineer who posts regularly on a Ford diesel forum.
CJONE
Veteran Member
As you listed your location as upstate NY, I would also expect to see this larger cooler keeping your trans temps below 120f in the frigid winters thus meaning your trans never warms up and shifting horribly.[/QUOTE]
That's not a problem with the Ford transmissions. The 4r100 has a bypass just for this. I am not sure on the older ones but temps has never effected any of my Fords. On a 30deg below morning the converter would lock up with in 2 miles [sufficient temps for lockup] The GM's have been a different story. CJ
That's not a problem with the Ford transmissions. The 4r100 has a bypass just for this. I am not sure on the older ones but temps has never effected any of my Fords. On a 30deg below morning the converter would lock up with in 2 miles [sufficient temps for lockup] The GM's have been a different story. CJ
CJONE
Veteran Member
As you listed your location as upstate NY, I would also expect to see this larger cooler keeping your trans temps below 120f in the frigid winters thus meaning your trans never warms up and shifting horribly.[/QUOTE]
That's not a problem with the Ford transmissions. The 4r100 has a bypass just for this. I am not sure on the older ones but temps has never effected any of my Fords. On a 30deg below morning the converter would lock up with in 2 miles [sufficient temps for lockup] The GM's have been a different story. CJ
That's not a problem with the Ford transmissions. The 4r100 has a bypass just for this. I am not sure on the older ones but temps has never effected any of my Fords. On a 30deg below morning the converter would lock up with in 2 miles [sufficient temps for lockup] The GM's have been a different story. CJ
JJZ 109
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I've got the E4OD, but as I stated the truck isn't used in winter so it shouldn't be an issue for me. If for some reason it ever was a problem I'd get a thermal bypass from Long.
Re using 4x4 lo to climb your hill. It makes sense as the gearbox has extra mechanical advantage and should run cooler. Most transfer boxes are 2:1 or 3:1.
However that big replacement cooler should fix the heat problem. If it doesn't then you have eliminated 1 possibility.
However that big replacement cooler should fix the heat problem. If it doesn't then you have eliminated 1 possibility.
the old grind
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Not to steer away from the meat of the matter, but while I advised against using a manual lockup over-ride control I did use that to determine a TC's min-slip rpm on the Vette's THM 350-C. By adding a switch I could lock or unlock and observe when RPMs didn't change/drop. 
Seems it was ~2800 RPM or so and it would above or below that. Perhaps that explains my thinking that 2k allows slippage that could be reduced by engaging a bit more foot. Along that line of thinking, I suspect the benefit of using 4WD low-lock would be getting revs up, as much as anything ...
A nit I had picked earlier was from experience with devices that a computer could monitor circuitry of but not proper function, and throttle position sensor was the example in mind from having dealt with that on the '98 Camaro. Obviously, I'm pretty much a GM guy (5 Chevies, 3 plated, 4 in regular use as the Vette gathers dust & mouse doodie like my bachelor pad) but I'd love to learn more about Ford's thermal bypass ... whether it could act up as my TPS did. Is it computer controlled or strictly mechanical?
As to cold fluid and shift quality, my '84 K-2500 HD's 700R-4 would shift sooner and more firmly when at it's coldest, even get a touch of wheel-spin on gravel shifting 1-2 if I rushed to work without a few min of warmup. Factory 'HD trans cool' was a bigger section within the radiator & could nearly boil coolant until I added an 8-row external for towing the boat. IMO it's not just radio reception, chassis stiffness, and AC cooling power that Ford did better than my alma mater.
My bet is that the OP & others are out of the woods, as they say, with a cooler upgrade. The OEM one looks like a HD PS cooler that I'd want on my farm truck with Hydro boost brakes.
Seems it was ~2800 RPM or so and it would above or below that. Perhaps that explains my thinking that 2k allows slippage that could be reduced by engaging a bit more foot. Along that line of thinking, I suspect the benefit of using 4WD low-lock would be getting revs up, as much as anything ...A nit I had picked earlier was from experience with devices that a computer could monitor circuitry of but not proper function, and throttle position sensor was the example in mind from having dealt with that on the '98 Camaro. Obviously, I'm pretty much a GM guy (5 Chevies, 3 plated, 4 in regular use as the Vette gathers dust & mouse doodie like my bachelor pad) but I'd love to learn more about Ford's thermal bypass ... whether it could act up as my TPS did. Is it computer controlled or strictly mechanical?
As to cold fluid and shift quality, my '84 K-2500 HD's 700R-4 would shift sooner and more firmly when at it's coldest, even get a touch of wheel-spin on gravel shifting 1-2 if I rushed to work without a few min of warmup. Factory 'HD trans cool' was a bigger section within the radiator & could nearly boil coolant until I added an 8-row external for towing the boat. IMO it's not just radio reception, chassis stiffness, and AC cooling power that Ford did better than my alma mater.
My bet is that the OP & others are out of the woods, as they say, with a cooler upgrade. The OEM one looks like a HD PS cooler that I'd want on my farm truck with Hydro boost brakes.
OP here, it's been awhile. I was just able to try things out this past weekend.
For the archives...
I removed the stock transmission cooler and installed a 26 row unit made for the 6.0 liter trucks. Wow! Unbelievable difference. No heating issues at all when pulling my 13,900 pound trailer up to my house. It got as hot as 175 degrees (80 degree day). On the highway the cooler staying just a tad below 150 degrees (80 degree day) regardless of the hills I had to pull.
Needless to say I am very pleased with the results.
Thank you to all who contributed.
BWSwede
For the archives...
I removed the stock transmission cooler and installed a 26 row unit made for the 6.0 liter trucks. Wow! Unbelievable difference. No heating issues at all when pulling my 13,900 pound trailer up to my house. It got as hot as 175 degrees (80 degree day). On the highway the cooler staying just a tad below 150 degrees (80 degree day) regardless of the hills I had to pull.
Needless to say I am very pleased with the results.
Thank you to all who contributed.
BWSwede
