My perfect Ranger with an imperfect transmission...

[Blmpkn]

Lowering the final drive ratio a little with taller tires isn't going to ruin a transmission 100k+ miles prematurely.

..Especially a 10 speed transmission with a near-creeper status 1st gear and a 2nd gear that's lower than most other transmissions 1st gears.

Sponsored

 

[Dereku]

Compare the actual diameters of the tires and you'll find that the diameter does vary, as an example the only difference in the tires below is one is a 265 and the other is a 285, but both are 65 aspect ratio.

Cooper DISCOVERER AT3 LT
265-65-17
Dia. 30.5 inches

Cooper DISCOVERER AT3 LT
285-65-17
Dia. 31.57 inches



Tire diameter does change overall gearing, and that does affect transmission wear. The bigger the tire diameter, the harder the torque converter has to work to get the vehicle moving.

That likely means premature wear, compared to the stock configuration. How much premature, that is the question.

You mention an F-150 and 33" tires. That would be a valid point if the F-150 was running the same differential gears and the same transmission / torque converter, with the same ECO boost motor as the Ranger. Or in other words, the same exact driveline components.

Is that really the case? I'm asking, because I don't know.

The bronco has the same drive trail available with 35s. Yes they have different gear ratios. However driving the way Sid says he drives would not make a huge difference. Plus they are only 33s. These torque converters are notoriously weak when power is added. Adding larger heavier tires is the same added stress as adding more power. So it could play a factor. The stock transmission probably is not overbuilt thanks to cutting costs and weight due to CAFE standards.

 

[Blmpkn]

The jump from a 30.5" tire to a 32" turns a 3.73 axle into a 3.56. Almost as small of a jump as one can make with gear-sets. Inconsequential for wear.. wear mostly happening in an auto during shifting mind you.. as long as fluid temps are in check.. which.. 32-33" tires aren't going to cause much of a fluid temp increase.

 

[D Fresh]

You're previous post was misleading, as is proven by this post:



Fact is, the tire diameter does change if all you do is go from a 265-65-17 (stock size for most Rangers) to a 285-65-17, that's the point being made.

I just replaced my 265-65-17 Hankooks with 265-65-17 Michelins... and the diameters were different.

If you say so.

I simply stated that 285 is only the width. Which is absolutely true, and should not be misleading to anybody who understands how tires are sized.

Nobody can tell you a tire's diameter by width alone.

 

[Dereku]

The jump from a 30.5" tire to a 32" turns a 3.73 axle into a 3.56. Almost as small of a jump as one can make with gear-sets. Inconsequential for wear.. wear mostly happening in an auto during shifting mind you.. as long as fluid temps are in check.. which.. 32-33" tires aren't going to cause much of a fluid temp increase.

Agreed but these transmissions hang out north of 200 degrees already. That was always my danger temp before, now it is suddenly normal. Plus acceleration from a stop causes the most wear. Most of the clutch pack slipping happens from a stop and the unlocked converter creates a ton of heat. Still it shouldn't be much, but if it is 15-20 degrees hotter would that be enough to cause damage long term?

 

[Blmpkn]

Agreed but these transmissions hang out north of 200 degrees already. That was always my danger temp before, now it is suddenly normal. Plus acceleration from a stop causes the most wear. Most of the clutch pack slipping happens from a stop and the unlocked converter creates a ton of heat. Still it shouldn't be much, but if it is 15-20 degrees hotter would that be enough to cause damage long term?

These new fangled fluids are happy operating at much higher temperatures than that old swill we'd fill our 'vintage' A4OD's with, to put it simply.

 

[HenryMac]

I guess the best way to summarize this is most folks like the look of a lift and bigger tires on our Rangers.

Both will result in additional wear on the driveline components, compared to the stock OEM configuration.

The question is how much premature wear.... and do you, as the owner of the truck, even care.

 

[VAMike]

NexGen rebuild seems to be an advertisement, for them.

Yeah, if you actually need a heavier duty part, that's why Ford made the 10R140. But wait, nexgen has something to say about that also: https://nextgendiesel.com/blogs/transmissions-101/ford-10r140-transmission-problems-solutions

Their criticisms of the 10R140 seem oddly familiar, like someone just did a search and replace on a generic whine piece.

 

[Dereku]

These new fangled fluids are happy operating at much higher temperatures than that old swill we'd fill our 'vintage' A4OD's with, to put it simply.

Hey I had a 4r70 before. It was so much better than the A4OD.... It had more electronics. Same case I believe. It took mercon V and sat at 145 all day in Phoenix. But you are right, they make them run hotter by design.

 

[VAMike]

Valid points to an extent. That I am aware of the Explorer and the Bronco are the onlt vehicles thay share the exact same transmission and engine. If not mistaken the F-150 has a slightly different confirmation for the transmission where its not a 10R80. I might be wrong though. I am aware that the Superiority trucks with the 6.7 run the 10R140 wich is a much stronger transmission. If I remember correctly the last set of numbers indicate the torque rating on the transmission. 80 meaning 800 FT LBS and 140 meaning 1400 FT LBS. Is there a version inbetween? Possibly, but I cant remember

Explorer and bronco are 10R60 (lower torque rating). Everything else but the super duty is 10R80. (With various packaging changes, and a hybrid version for explorer & aviator.)

 

[VAMike]

The bronco has the same drive trail available with 35s.

nope, bronco uses the explorer's 10R60, not the ranger/f150/mustang/expedition/etc 10R80.

 

[TJC]

Although I can not and will not question the issues brought up in this article. It is definitely a sales pitch for their "upgraded" version of the 10R80 transmission. It gives no suggestions to increase the durability/life of an OEM transmission other than replacing it with one of theirs.

Take it for what it is worth.

Actually they do give 5 tips on increasing reliability on the Ford transmission.

Tip #1 - Perform Timely and Proper Maintenance
Tip #2 - Minimize Average Operating Temperature (AOT)
Tip #3 - Avoid High Stress Applications
Tip #4 - Keep your Torque Multiplication Factor (TMF) Down
Tip #5 - Upgrade your Valve Body

 

[TJC]

I hate to be the pioneer in a transmission sticker shock awareness PSA but y'all gonna face this if you keep your Ranger long enough...I've received offers from law firms to represent me in lemon law suit but haven't called them back due the fact that I don't believe I fall into that category...although I believe that any transmission failing through normal use (light in my case) after 90K is just not reasonable to a any consumer...an engine that needed a rebuild at 90K would be considered ridiculous...

I have rec'd those as well, from a local law firm here in town. Specifically targeting the 5th gen Ford Ranger over issues many have mentioned in this forum.

 

[txquailguy]

Very sad to hear that Sid! Especially since I'm at just under 93K and have been very hard on my 10R80.....hopefully it will be light on your wallet my friend....

 

[txquailguy]

Actually they do give 5 tips on increasing reliability on the Ford transmission.

Tip #1 - Perform Timely and Proper Maintenance
Tip #2 - Minimize Average Operating Temperature (AOT)
Tip #3 - Avoid High Stress Applications
Tip #4 - Keep your Torque Multiplication Factor (TMF) Down
Tip #5 - Upgrade your Valve Body

Guess I'm screwed cuz I'm no bueno on #2 throught #5......

Sponsored