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Yeah, unless you find published data from Ford about temperature ranges, then I'd take Mark's word over ANY other person. Most mechanics and truck tuners learned their craft years ago and they aren't up to date on current tech.
I wouldn't modify this truck in the fashion that you speak of. If you are concerned about modern engineering, I would suggest that you look into an extended warranty.
You may want to cruise over to a reputable GM forum, the new 1500 twins are running about the same transmission tailored to GM's trucks. This was a joint venture and I can't imagine that the two transmissions are running any different operating temps.
What? There aren't cooler lines running to the radiator that I can splice into?
No they do not run to the front of the truck, the only truck with a front cooler is the 6R80 trucks. All trucks with the 10r80 have the same cooler regardless of build and the Raptor is no exception. Ford uses a plated style heat exchanger mounted under the transmission, there is two coolant hoses from the engine that supply the unit. I will say the 10r80 seems to be happy and okay running at a higher temperature but they do have there limit. I had a thread last year on my 18 that was bought back, that transmission made it to mid 260+ before it gave up.
I heard first thing about Mark's expertise. I was glad to hear from him. Thanks for the welcome. I am gonna try another trip to the Texas Hill Country Monday. It's gonna be hot weather. I am curious to see how it works. And 1 thing I'm not sure I mentioned is that I had just had the transmission flushed and serviced. I got the 30,000 mile sales pitch. I know... I got suckered. I'm hoping this forum will educate me and that won't be as easy for them. LOL
Did the dealer that did the flush use the correct ULV fluid? Also it's my understanding there is no current ford approved method yet for the 10r80 service with the exception being a pan drop. Part of my issues were the dealer used LV fluid and it caused terrible shifts and caused slippage. This eventually lead to a early failure.
There is that learning curve again. I looked at the receipt and they used XT-10-BLV. After researching I see that it isn't ULV. I am gonna road trip it again Monday and if this problem persists I will take it back to Quick Lane and see if I can get them to change it over...
Well the dealer just made a terrible mistake, the LV they used is not suitable for the 10r80. You think a dealership would be the one you could trust but seems like they are the worst when it comes to transmission fluid interchange.
Did the dealer that did the flush use the correct ULV fluid? Also it's my understanding there is no current ford approved method yet for the 10r80 service with the exception being a pan drop. Part of my issues were the dealer used LV fluid and it caused terrible shifts and caused slippage. This eventually lead to a early failure.
OK, I looked it up in the owners manual and found out they used the wrong fluid. As soon as I can I'm headed back over there with an attitude. Thank ya'll for all your advice.
There is that learning curve again. I looked at the receipt and they used XT-10-BLV. After researching I see that it isn't ULV. I am gonna road trip it again Monday and if this problem persists I will take it back to Quick Lane and see if I can get them to change it over...
Don't SEE if they'll change it, MAKE them change it. This is their mistake, and it's not a minor one.
Also make sure you document it ( don't give them back your copy) I am proof that LV will destroy these transmissions. The friction materials are not compatible. My issues really became noticeable in 8th gear during upshifts. Eventually this lead to a shudder and slip which lead to valve body solenoid contamination and ultimately failure.
The transmission fluid cooling system for 2.7L EcoBoost engine consists of a radiator in-tank transmission fluid cooler and an external auxiliary transmission fluid cooler. Transmission fluid cooler tubes and hoses connect the various components together. Transmission fluid travels from the transmission to the in-tank transmission fluid cooler, to the auxiliary transmission fluid cooler and back to the transmission. The transmission fluid coolers transfer heat first to the engine coolant and then to the ambient air.
3.5L Duratec Engine
The transmission fluid cooling system for 3.5L Duratec and 3.5L EcoBoost engines consists of a radiator in-tank transmission fluid cooler and, if equipped, with an external auxiliary transmission fluid cooler. Transmission fluid cooler tubes and hoses connect the various components together. Transmission fluid travels from the transmission to the in-tank transmission fluid cooler, to the auxiliary transmission fluid cooler, if equipped, and back to the transmission. The transmission fluid coolers transfer heat first to the engine coolant and then, if equipped with an auxiliary cooler, to the ambient air.
3.5L EcoBoost Engine
The transmission fluid cooling system for 3.5L EcoBoost engine consists of a transmission fluid warmer with an integral bypass valve and an external transmission fluid cooler. Transmission fluid cooler tubes and hoses connect the various components together.
The transmission fluid warmer has engine coolant flowing through it to warm the transmission fluid during the engine warm-up period. A coolant control valve attached to the coolant return hose allows coolant flow through the warmer when the transmission fluid is cold. At a predetermined temperature, the PCM signals the valve to close, shutting off coolant flow to the warmer. The transmission fluid bypass valve on the warmer directs transmission fluid either back to the transmission or to the cooler depending on transmission fluid temperature.
Transmission fluid travels from the transmission to the transmission fluid warmer, then to the transmission fluid cooler and back to the transmission. The transmission fluid coolers transfer heat to the ambient air.
5.0L 32V Ti-VCT Engine
The transmission fluid cooling system for 5.0L 32V Ti-VCT engine consists of a transmission fluid warmer with an integral bypass valve, either a radiator in-tank transmission fluid cooler or, if equipped, an external auxiliary transmission fluid cooler. Transmission fluid cooler tubes and hoses connect the various components together.
The transmission fluid warmer has engine coolant flowing through it to warm the transmission fluid during the engine warm-up period. A coolant control valve attached to the coolant return hose allows coolant flow through the warmer when the transmission fluid is cold. At a predetermined temperature, the PCM signals the valve to close, shutting off coolant flow to the warmer. The transmission fluid bypass valve on the warmer directs transmission fluid either back to the transmission or to the cooler depending on transmission fluid temperature.
Transmission fluid travels from the transmission to the transmission fluid warmer, then to either the in-tank transmission fluid cooler, or to the auxiliary transmission fluid cooler, if equipped, and back to the transmission. The transmission fluid coolers transfer heat to the engine coolant or, if equipped with an auxiliary cooler, to the ambient air.
The above diagram and aux cooler are specific to the 6R80. This is not found on the 10r80 units, the only cooler is a package unit mounted under the bellhousing.
The above diagram and aux cooler are specific to the 6R80. This is not found on the 10r80 units, the only cooler is a package unit mounted under the bellhousing.
OK I wasn't aware that the 2017 F150 3.5 EB was available with a 6 speed. According to the shop manual, neither was Ford. If there are no cooler lines going to the front of the truck, then where does the fluid warmer unit tie in?
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