10R80 Transmission Cooler Project

[TJC]

Correct me if I am wrong but isn’t the thermal bypass on our transmission mounted inside, possibly the valve body? I know the 1/2 tons and up are or were externally mounted so removing them was easy.

It is indeed in the valve body. It is one of two temperature control points. The other is the external coolant valve that supply heated coolant to maintain transmission fluid temps at 195F. Racers pull the internal valve body thermal bypass out. I think it may be overkill for normal everyday trucks.

I 've been monitoring my transmission behavior and fluid temps for going on 6 months. And I agree with the assessment that the transmissions behaves best at 150F- 165F.

But I want to be able to control the temps from inside the cabin. I can do that with a larger cooler and digital fan controller where I can dial in temp ranges until I find the optimal setting. I also want the ability to manually turn the fan on from inside the cabin. My digital controller does just that.

Mounting in the front of the truck doesn't allow room for the fan. It would be a passive system, and I'd have no control over the temps. It may over cool on the highway, and under cool in stop and go traffic.

This played a major role in my decision to go with the electric fan option. That and I can mount it most anywhere. Derale has some beautiful units. I'm building a clone of their systems, including the plenum/ mounting points. The aim is to add a skid plate under the drivers side rail up to the transmission brace, and mount the cooler assy on the top side of the skid plate, protecting it from water and debris. I'll run the lines from the transmission down the rail using the existing locking points along the rail above the skid plate to the cooler. It is a close fit at the transmission interface, where the transfer case front driveshaft goes to the front axle.... but I think there is room enough. Having the lift helps a bit. But those hoses just behind the oil filter are a bear to reach. You can also access the heat exchanger bolts and hoses from the same access area, but it is a tight fit.

On my first pass I may plan to pinch off the two hoses going to the heat exchanger, remove them from the heat exchanger and join them via a brass fitting to keep the flow circuit intact. I'll then remove the heat exchanger and install the AN8 hoses from the external cooler to transmission port and test/tune to see how well it functions.

If all goes well, I'll remove all the unnecessary hoses and block off the coolant valve. It will free up a great deal of space in that area.

That's my vision. We'll see how it goes. I'm going to bleed all over getting in there.... bonding with my truck!

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[TxOTRRanger]

I like the way that you are taking it one step at a time. It makes sense and makes it easier for my simple one track mind to understand lol. Especially after the long hours at work, plus the hour drive to and from work.

 

[TJC]

This is a Derale kit that sells for ~$500. It has outstanding reviews. The components that I purchased are identical (fan and stacked cooler) including the pressure & temp rating.

For $200 I also received a fan digital controller and transmission fluid sensor that allows me to set the fan temp range. I do have to fabricate the plenum, but I have plenty of sheet aluminum around to do that work. And now I have the design and size specs to fab up the plenum too!

I'll fab it up in cardboard, test fit, get it right, and the transfer the design to the aluminum.

 

[TJC]

Something I probably should have put in my very first post. Here is why I'm attempting this...

Below is the industry standard chart for Transmission Fluid Life at different temperatures. The best case for our Rangers is 200F or fluid change every 30K-60K. I personally believe the chart to be optimistic.

Key Points:

1. Mercon ULV is formulated for high efficiency, low-viscosity operation, but low viscosity also means it’s more sensitive to high temperatures.
2. Continuous temperatures above 200°F will significantly shorten fluid life.
3. Stop-and-go driving, towing, or hilly terrain can elevate fluid temperature and accelerate oxidation.
4. Transmission temperature sensors can be used to monitor and manage life.

Here is my version of the chart based upon a sample size of 1, Me! I think this is a closer real world representation. This is why I am aiming at the 150F - 160F target range. It is optimal. I feel it when I drive the truck and the fluid is in this range. And both charts prove fluid life is longest at this temperature range.

The primary reason for the digital temperature fan controller is to allow me to reach the 160F goal.

With fluid at the sweet spot of 160F, there is the possibility of moisture build up over time, esp in hot humid climates. The secondary reason is to control the possible moisture build up by occasionally burning off the water vapor by temporarily raising fluid temps.

 

[got3fords]

Something I probably should have put in my very first post. Here is why I'm attempting this...

Below is the industry standard chart for Transmission Fluid Life at different temperatures. The best case for our Rangers is 200F or fluid change every 30K-60K. I personally believe the chart to be optimistic.

Key Points:

1. Mercon ULV is formulated for high efficiency, low-viscosity operation, but low viscosity also means it’s more sensitive to high temperatures.
2. Continuous temperatures above 200°F will significantly shorten fluid life.
3. Stop-and-go driving, towing, or hilly terrain can elevate fluid temperature and accelerate oxidation.
4. Transmission temperature sensors can be used to monitor and manage life.

Here is my version of the chart based upon a sample size of 1, Me! I think this is a closer real world representation. This is why I am aiming at the 150F - 160F target range. It is optimal. I feel it when I drive the truck and the fluid is in this range. And both charts prove fluid life is longest at this temperature range.

The primary reason for the digital temperature fan controller is to allow me to reach the 160F goal.

With fluid at the sweet spot of 160F, there is the possibility of moisture build up over time, esp in hot humid climates. The secondary reason is to control the possible moisture build up by occasionally burning off the water vapor by temporarily raising fluid temps.

I really dig this insight, but have to wonder...Didn't the Ford engineers already research all of this? Fluid longevity vs. heat seems like an obvious area to focus on.
That being said, when I had my flush done at the dealership, the BG product was not technically a ULV, but a ULV compatible LV oil. But it has been running very well since, with 15oz of Lubegard of course.

 

[TJC]

I really dig this insight, but have to wonder...Didn't the Ford engineers already research all of this? Fluid longevity vs. heat seems like an obvious area to focus on.
That being said, when I had my flush done at the dealership, the BG product was not technically a ULV, but a ULV compatible LV oil. But it has been running very well since, with 15oz of Lubegard of course.

I'm sure they did, but they don't get to make the final decisions in a vacuum. Bean counters and Execs do, and they bend to Government persuasion and economic incentives (the carrot and the stick.)

There was a major push to end the ICE engine via EPA mandates in the last 8-10 years and usher in the electric autos.

Manufacturers took every short cut to get mpg in the sweet spot that the government demanded.

We are living with the result.

Thinning engine oil and transmission fluid are just a few of the compromises. Shedding weight was also key. Think lack of leaf springs, Ultra light AC ductwork, EGR recirculation, heating transmission fluid to 200F, Auto Stop Start, etc., the list goes on and on. Every facet of the design faced this pressure.

Think Challenger Shuttle disaster. Engineers warned repeatedly not to attempt a flight below 53F due to the rubber O-rings losing elasticity in the cold, with a loss of the ability to seal quickly enough during ignition to keep hot gases from escaping. They were ordered multiple times to stand down. The temperature at launch was 36F.

Engineers explicitly warned:

• Low temperature = delayed sealing”
• Risk of catastrophic joint failure increases

Expediency too often trumps sound engineering.

This is my opinion. FWIW, Ford engineers are world class, and they know how to build a car.

 

[TxOTRRanger]

I'm sure they did, but they don't get to make the final decisions in a vacuum. Bean counters and Execs do, and they bend to Government persuasion and economic incentives (the carrot and the stick.)

There was a major push to end the ICE engine via EPA mandates in the last 8-10 years and usher in the electric autos.

Manufacturers took every short cut to get mpg in the sweet spot that the government demanded.

We are living with the result.

Thinning engine oil and transmission fluid are just a few of the compromises. Shedding weight was also key. Think lack of leaf springs, Ultra light AC ductwork, EGR recirculation, heating transmission fluid to 200F, Auto Stop Start, etc., the list goes on and on. Every facet of the design faced this pressure.

Think Challenger Shuttle disaster. Engineers warned repeatedly not to attempt a flight below 53F due to the rubber O-rings losing elasticity in the cold, with a loss of the ability to seal quickly enough during ignition to keep hot gases from escaping. They were ordered multiple times to stand down. The temperature at launch was 36F.

Engineers explicitly warned:

• Low temperature = delayed sealing”
• Risk of catastrophic joint failure increases

Expediency too often trumps sound engineering.

This is my opinion. FWIW, Ford engineers are world class, and they know how to build a car.

All very good points and information.
Well said.

 

[got3fords]

I'm sure they did, but they don't get to make the final decisions in a vacuum. Bean counters and Execs do, and they bend to Government persuasion and economic incentives (the carrot and the stick.)

There was a major push to end the ICE engine via EPA mandates in the last 8-10 years and usher in the electric autos.

Manufacturers took every short cut to get mpg in the sweet spot that the government demanded.

We are living with the result.

Thinning engine oil and transmission fluid are just a few of the compromises. Shedding weight was also key. Think lack of leaf springs, Ultra light AC ductwork, EGR recirculation, heating transmission fluid to 200F, Auto Stop Start, etc., the list goes on and on. Every facet of the design faced this pressure.

Think Challenger Shuttle disaster. Engineers warned repeatedly not to attempt a flight below 53F due to the rubber O-rings losing elasticity in the cold, with a loss of the ability to seal quickly enough during ignition to keep hot gases from escaping. They were ordered multiple times to stand down. The temperature at launch was 36F.

Engineers explicitly warned:

• Low temperature = delayed sealing”
• Risk of catastrophic joint failure increases

Expediency too often trumps sound engineering.

This is my opinion. FWIW, Ford engineers are world class, and they know how to build a car.

In that light, God bless the four people in space right now!

 

[TJC]

I reached out to Alltranz AU in Australia to ask a couple of questions about their Ranger specific transmission coolers (mounted in the grill of the native Aussie Rangers). A reply came today.

Q1 - How much of a temperature drop can I expect from installing this cooler in my Ford Ranger?

A1 - The temperature of the fluid will only be changed slightly, but the main advantage of having the cooler fitted is it stops temperature flare up when the transmission is under excessive load, e.g. towing or 4wd use. Keeping the fluid within operating parameters is of major importance to transmission life and serviceability.

Q2 - Does it adversely affect the intercooler temps?

A2 - We have had no reported issues with intercooler temperature changes when this kit is fitted.

This was what I expected, but wanted to hear from the developer of the product.

I'm going forward with the fan mounted 40 row stacked cooler rated at 67,000 BYU's / Hour.

 

[Dereku]

Just look at chevy v8s and their issues. It might not all be thin oil but it plays a part. Some 5w30 from the start might have helped some engines. Like LV would probably be better for us but they are designed to run too hot.

 

[TJC]

A quick update. Waiting for a few stainless steel rev nuts (Push Nuts) to arrive. In the mean time I completed and test fitted the plenum for the trans cooler / fan assemble. Did the math for most effective cooling depth for the plenum, going with puller fan positioned 1.5" above the cooler , with `1.5" clearance in the intake side. Here's the first mock up. Optimized the fan flow with correct radius opening. Will have 2"-3" clearance above the fan for exhaust. The plan is to complete the assembly and test fit / mount it to an added skid plate in front the gas tank. If that all goes well, it will be time to fabricate the AN8 hoses and run the lines from the transmission to the cooler. Test for any leaks. The wire up fan controller

The plenum will be made formed from sheet aluminum. The mounting point are built into the plenum, see left and right side mounting holes, Cooler ports on the right side.

I've got to dig around my garage to find and cut the aluminum, then transfer the pattern and begin to make the necessary bends. It is starting to come into focus.

 

[RedlandRanger]

This project sounds like another new cottage company - like the FitzStick.....

I look forward to seeing your results.

 

[2021Ranger]

Looks good so far, nice design but I though the fan kit from derale in post 33 had what was needed?

 

[TJC]

Looks good so far, nice design but I thought the fan kit from derale in post 33 had what was needed?

The Derale is a very good unit, but more than double the cost, at $500-$600 depending on where you source it.

It is also compact at the expense of efficiency. It sits a bit low for air intake, and has very little plenum space, the fan is mounted too close to the cooler for optimal cooling. It also did not come with the digital fan controller.

I picked up the identical fan and cooler, plus the digital controller (with excellent quality relays) for 35% of the cost of the Derale unit - ($199).

The downside (there is ALWAYS a downside) is that I do have to fabricate the plenum. I borrowed from the design of the Derale unit, and raised the cooler up 1" for better air intake (from .5" to 1.5"), and tripled the plenum space from .5" to 1.5". Those changes insure air flow will be uniform across the entire cooler surface, but increases the package height size from `5.5" to 7.5". The sweet spot for both is 1.25" - 1.5". I also optimized the fan diameter opening in the plenum. I have no idea what the Derale unit diameter is, but based upon the fan blade diameter of 10", the diameter of the opening should be in 9.125". This keeps turbulence to a minimum... increasing airflow.

Having said the above, this is a bit of an experiment. I'm flying blind until I see results. My objective is maximize cooler ability so that is controllable by the fan runtime. I can then use fan cycle time to adjust the temperature window to the optimal target range of 150F-160F. Hopefully the fan duty cycle won't be 100%, much like the radiator cooling fan.

The addition of the fan and hoses will raise fluid capacity by ~ 1 quart. The PPE deep pan raised capacity by 1.75 quarts. This alone helps fluid temps. I'll also be using the sensor port in the PPE pan to provide fluid temp input to the digital controller.

For short trips under 15 miles the fan will never run. I already know this to be true with the OEM setup. I also want the ability to easily change the temp window. Occasionally I'll raise the temp enough (perhaps 170F-180F, maybe a little higher) to give me the ability to eliminate any possible moisture buildup in the fluid. The transmission is vented to the atmosphere and it is very humid around here. I may not need to do it, but I want the ability to do it.... just in case.

 

[2021Ranger]

Tony, is the plenum something you and going to sell? Or perhaps a complete package?

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