This question has to do with the automatic transmission in my 2005 V-10 Excursion 4wd Limited. ( If I understand correctly, the V-10 powered cars have an ENTIRELY DIFFERENT auto tranny than the diesels. ? ? ? ? )

Just for a little background - its manufacture date indicates it was one of the very last ones produced (late 2005) before production ended. I purchased it as a 'creame puff" - 14,000 mi, looks and smells new, trailer hitch receiver obviously never had a hitch in it.

First time pulling heavy load only got a couple of miles before transmission over-heated and failed - due simply because the factory assembler never put a hose-clamp on the transmission line ! Just got it back from Ford (obviously handled under warranty).

Oh, and yes, it was use-less for towing heavy loads when delivered - air bags to restore rear riding height and a sway bar makes it much better!

Now - for my transmission question. Elsewhere in this section I THINK (but am not sure) that I read somewhere that the transmission is ONLY supposed to do a "direct lock-up" in the top gear. Is that true ? Or does that inability to "lock out" the convertor in any gear but "top" only apply to the transmissions in the diesel-powered Excursions. With the V-10, should I expect a partial-throttle "low load" convertor "lock-up" in ALL gears ?

The reason I ask, is I am concerned about over-heating the transmission-I have heard conflicting views on the accuracy of the "factory" transmission oil temp gauge. Unfortunately, the only REALLY low mileage Excursion I could find in my area was this "Limted", which, as many of you know, only came with a 3.73. That means, to avoid full throttle operation, I will do much of my highway towing either with the over-drive locked out, and/or in lower gears. Who understands enough about how these V-10 transmissions and their computer-controls are set up, to advise me ?

 

I am interested too, how did the sway bar help. How much money?

 

RE : your question about a rear sway bar:

My understanding is that only the top-price Excursion V-10's do NOT have a rear sway bar "stock". Not sure about the rear spring rate - obviously WAY too soft for a good-sized tounge load. In any event, the vehicle had way too much "roll" and "wander" for my taste - no question - the rear sway bar was a substantial improvement.

We have to keep in mind this thing is basically a primitive one ton truck - solid front axle - never going to feel like a modern well-engineered passenger car with both IRS and IFS.

I cant find the paperwork on the Hellwig sway bar - believe it was a couple of hundred bucks. The instructions were straight-foward - with a good jack (to move the body up and down while you are fitting it) and ordinary hand-tools, you can install the thing in a couple of hours.

 

It was told to me years ago by one of Ford's tranny designers that the 4R100 (what you have) has the ability to lock up the converter in all forward gears. However, I've never "felt" it. I asked a local tranny "expert" and he says it won't lock in 1st or 2nd only direct (3rd) & OD

You can certainly feel the lockup when it shifts from 3rd to OD. It is that half shift you feel right before it goes into OD.
Nothing wrong with full throttle and you can certainly tow in OD. I'm not really sure what you mean by "to avoid full throttle operation, I will do much of my highway towing either with the over-drive locked out, and/or in lower gears". Exactly how much weight are you pulling and how fast is it that you want to go??

If you're worried about cooling, then first install a more accurate gauge (about $30). If it says you're getting too hot (kinda hard in 95% of towing situations) then add an additional cooler.

Don't worry about everything else. Don't lock out OD UNLESS the tranny is hunting back and forth between OD & 3rd consistently.

 

I have a 2000 diesel, which has the same tranny as the V10- 4r100 - (but not the same as the >2003 diesel) and it does lock up the TC in 2nd gear when towing. I have never gotten it to lock when not towing, but with my 9000 lb travel trailer, it absolutely does lock up in 2nd, 3rd, and OD. I've never felt it do it in 1st, but I suspect it would...


You should be able to tell: if you press on the go petal, you can feel the TC slipping if it isn't locked up.

Could be the diesel has a different tranny controller though...

 

thanks, guys - I feel a little better now - I am assuming the engineering for a one-ton truck would give me something more than adequate, but I like the idea of knowing the convertor is locked out.

As to the question about weights - my '38 Packard V-12 weighs just under 6,000 lbs, and my "toy box" 24 ft long 3 axle box trailer weighs around 3,200.

Our Bayliner weighs about 7,500 lbs, and its 3 wheel trailer also weighs around 3,200 lbs.

The boat trailer IS equipped for equilizer bars - the car trailer is not. We did tow the boat with a 2500 series Suburban; even with the equalizer bars it got too squirrerly over 60 mph for comfort. Obviously, with its greater weight and heavier suspension (the 2500 series GMC is based on a 3/4 ton truck chassis) I am assuming the Excursion will be at least a little more "capable" than the GMC.

Yes, I know..I know, if I could AFFORD lower axle ratios, I would do that. And since we have about two miles of dirt cow trails that become a mud course when it rains, yes, I wish I had lockable and/or limited slip differentials. But I dont.

 

Puzzled by "Monst's" comment that it is "O.K. to tow in overdrive unless it "hunts". (this was in reference to my original comment that I expect to do most of my towing in "direct" 3rd) (presumably this will give me about 2,500 rpm at 60-65 mph).

Most of my heavy towing will be here in the mountain west, were few of the Interstate passes are lower than around 5,000 ft. At that elevation, (havnt done any towing yet, so I really dont know what I am talking about) I would be surprised if my V-10, given the 3.73 gear ratio, will be able to pull either of my 10,000 lb + loads in overdrive without all kinds of "hunting" at the slightest grade or wind gust. In fact, this thing is so high-geared (do the math..3.73 x a .70 overdrive is a final drive ratio of around 2.5 - WAY too high for heavy towing !).

I dont think I could get the front and rear axle ratios changed for less than a grand, so that isnt an option (unless one of you guys wants to adopt a senior citizen on a fixed income....!)(and give me one HELL of a large allowance...! ).

If what you guys tell me is correct, running in the low to low-medium 2,000 rpm range is a good working rpm for this engine, both in terms of fuel effiency and power. If that is true, and what you guys tell me about the tranny (that I WILL have a "partial throttle convertor lock up" when towing on level ground, in the higher gears), I will be all right.

 

So what's your question?

BTW, OD is .72.
Your truck isn't rated for 10,000+lbs.

 

my question...? You ask... ?...? Well...here it is...

WHY ARE GIRLS "like that"....? !

 

P.S....I dont care WHAT the damn thing is technically "rated" for. It is basically a 1 ton truck. Judging from what most have said in here..it will do just fine if I use a little common sense with the tranny controls.

 

1 ton with girly springs basically.

 

What controls? The OD off button? It's simple. leave it be unless it hunts back and forth. Approaching a hill? Lock it out, although it's gonna downshift anyway. If it just can't decide between OD & 3rd, lock it out. Going down a steepish grade; lock it out. Cruising through town or a slow area and you wanna keep your RPMs from dropping too low causing a loss of compression braking; lock it out. Cruising the superslab at 65; keep it in OD...if it can hold it. it is goes back and forth; lock it out.

1 ton, 3/4 ton, blah blah blah...old stuff...from back in the 30's even. You could tow more than what is it rated for. I would just make sure you don't exceed the GCWR of a Super Duty with an equal(ish) wheelbase. Easy to do given the Excursion's heft.

I also wouldn't exceed the GVWR too much either. Very easy to do with it loaded and that 1200-1500lb tongue weight.

An aside: the PSD 4R100 different from the gas one a little. I think it has more/different lockup clutches. Don't quote me on that. That info is somewhere in the SD forum if you wanna try and dig it up. Basically it's beefed up to handle the low RPM, high torque of the PSD.

 

"GIRLY SPRINGS" is right ! What in hell were they THINKING ?