trans temps: solved
Now that spring is here and its getting warm outside, it became apparent that the trans cooler i installed just isnt going to cut it.
Not exactly small by any means. This is actually the largest cooler Ford ever put in these old trucks. I use one for the E4OD in the green '96 bronco, but its not quite up to the task that this truck is demanding.
So i did some digging around online, and found this beast:
It is a monster of a cooler, and consumes most of the real estate behind the grill:
...it does fit in there pretty good though:
This thing is a beast. Immediately knocked 30º off of my trans temps compared to the other cooler i was running. So this is going to do the job nicely.
This weather is stupid. The other day it was 72. Today? Snowing.
I finished welding the passenger side slider, got it in primer, and its now in the process of being painted:
Its too wet to really work outside, so i made some changes to the engine tune. Adjusted the VE table slightly, and turned up the priming pulse, which should help with the long crank to start. Im going to have to take it for another test drive once the sliders are done so i can see if it helped any.
I also removed the vacuum modulator:
That little setscrew in the top adjusts when the shifts occur, and at what rpm. Screw it in, and it will shift harder and later. The black stripe modulator is supposed to be the firmest, and its also supposed to be what came in the trucks altho with the condition mine is in, who knows! Could very well be original from '89. So i got a new one and slapped it in today:
Fair warming; i didnt know ATF would come pouring out of the hole! Probably should have seen that coming, but i never said i was all that smart!
Im not sure if mine was bad or just old & out of adjustment (i have never replaced it, and that trans went in back in 2012 i think), but the shifts are pretty mushy. With the new converter from Broader Performance, and the shiftkit from TransGo i installed during the engine rebuild so youd think it would shift firm but it doesnt at all, so hopefully this will help some.
Ok, so i got some more parts slapped back on. For starters, the steering box is back in, along with the p.steering pump, tensioner and idler pulley:
The York compressor is now back on the motor as well:
This i thought was worth noting. The 88-91 460 and the 92+ each have their own water pump pulley:
Its difficult to see in the photos, but the 92+ pulley has 1/8" more backspacing than the older pulley. It also has a different hole spacing, so it cant be interchanged with the older pulley, you have to run the pulley thats meant for its specific water pump.
But why is this relevant? Because i switched to the 92+ water pump, because i want to run the 92+ oil cooler. The 88-91 water pump has a 2" outlet, and the 92+ has a 1-7/8" outlet. I need the smaller ID outlet to fit the smaller lower radiator hoses for the later model (92+) water-to-oil cooler. it would also appear that the hole for the alternator tensioner is in a slightly different spot on the newer water pump, and the alt must be moved up on the later model accessory drive, because the tensioner bracket is different as well, and neither would work with my hybrid setup. So i modified the older one slightly, and then finally, the accessory drive was complete!
So at this point, i need to get back down to ground level. its time to install the transmission.
One new torque converter, from Broader Performance:
And then of course, the modified trans crossmember and new trans mount:
...and just like that, the transmission is officially back in its home once more!
So this is where i called it quits. Tomorrow ill hook up the trans cooler lines, shift linkage, NSS, vent line, vacuum for the modulator, and then i can move on to reinstalling the doubler! We're getting ever closer to firing this thing!
C6 shift kit
Ok this actually wasnt all that bad to do.
So, i ordered a Transgo shift kit, and a lubelocker pan gasket:
This shift kit is hilarious. Its like 5 springs and a piston!
I guess if it aint broke, dont fix it right? So theres not a whole lot of work to do here, but it requires removal of the valvebody to do it. This is entirely possible to do with the trans installed, but since ive already got it out, i opted to do it with it upside down on the cart.