With now having a more apply pressure on the band, we must correct our issue with the factory band strut, as well. Our next focus is with the hydraulic integrity of this band's actuation. The race valve body is our hardcore power build. Electrical solenoids are not much more than a fancy electrical magnet that moves a plunger in one direction. The factory uses a cast servo, which offers two simple o'rings to help control cross-leaking within the bore. I had planned for some power enhancement later so it seemed wise to get a better built transmission first. The new SunCoast billet direct piston has a larger-than-factory apply area.
Each one of our calibrations to the valve body, pump, separator plate, and even the clutch stack-ups are meant with your intended usage in mind. However, it's safe to say that there are traditional oil producers at North America that do make equivalent products. The new system should hold around 15 quarts give or take a little. They expect new oxidation reguirements will be the most difficult for lubricant manufactures to meet. It is important when you take the reading from the stick that you look at both sides and take the reading from the low side. At one of these locations we will really be reading the temp of the transmission case.
This is the valve body of choice for a street driven all-purpose truck. This location will give you the temp of the fluid coming out of the converter and will be the hottest temp you will see from the trans while in the fluid coupling mode converter clutch unlocked. I think it just had a few weak parts that didn't like additional pressure. Great customer service and shipping was super fast! The latter point is crucial, as automatic transmission fluid does break down. On the other hand, when you are up to speed and the converter clutch locks the 2 fans together, you are now transferring 100% of the power to the rear wheels and the power heat will be transferred to the rear wheels.
For every 20 degree your go over that limit you shorten the life span of the transmission by a factor of two. This servo is made with 4 sealing rings of both teflon and rubber, That is double what the factory uses. Fluid that is cold does not move very quickly through small passages, like the small passages in the valve body. The cooler flow and pressure will also be lower and this will escalate the heating problem. We are still left scratching our head everytime we see a broken one. Posted by Nathan H on Oct 29th 2017 I almost felt guilty putting this pan on my truck and not my wall. The towing version will deliver smooth, quick, crisp shifts that enhance the drivability and operation of your transmission on the street and attached to a trailer.
Showing reviews 1-10 of 16. This pan is one inch deeper than stock and there is plenty of mixing of fluid due to vehicle movement as well as the fluid being sucked into the filter and returned from the oil cooler to prevent a stagnant layer at the bottom. If you going to spend some real money on a pan this is the one. Pros for the cooler line location: You will only see the full range of temperature at the front cooler line. Thanks for the thoughtful questions and the humor that never ceases to put a smile on my face when I read your comments. Each one of our SunCoast custom built transmissions receive one of our custom calibrated valve bodies. In addition, we have also added very specific viscosity modifiers, seal and swell additives, and anti-foam additives.
A heavy duty truck needs parts which can stand up to heavy trailers, stop-and-go commutes to work, or high-horsepower applications. Here, I want to be specific. Along with the factory plastic accumulator piston is replaced with a billet unit as well. The sudden and extreme range of temps you will see may make one nervous even though they are well within the norm at this location. We abuse these things daily by not letting them warm up, hauling heavy loads etc. Since I'm starting from zero I believe the expense will be justified assuming the top shelf fluids are truly better and not just a promotional stunt.
The SunCoast Type-D Full Synthetic transmission fluid also has a slightly lower viscosity at lower temperatures than the competitors fluid, decreasing parasitic drag during normal driving conditions. On every one of our Competition transmissions, we simply replace the factory direct drum with a full billet one. As technology has evolved, so has transmission fluid. Most importantly, all transmission shafts are not covered by this Warranty on any transmission due to the capability of certain situations to cause stress-loads beyond the structural ability of the shaft. At SunCoast, we have addressed the issue with the direct drum by making several improvements. If the trans temp gets above 200° F we would want to get the engine rpm above 1500, I will explain why.
Great to see your post, Megatron!. In addition, the vehicle operators do not understand that you need to lift your foot from the gas pedal when traversing a steep hill. Would I take the Valvoline approach? Shuttle shift and not wanting to shift out of first at all. Do you know the converter stall speed? I do understand busy and welcome your return, always worthwhile to other members and the large number of guests who frequent our forums! This uplifting view will come as a shock to those who cruise truck forums and find the cryptic remarks and negative comments about these transmissions. Okay, my topic is about transmission fluids. The best band in the world is useless without proper clamping force when applied and a quick release off the drum when needed.
Pan dropped, you can see debris and signs of wear in the pan. Fast forward to today and the evolution continues. This new full synthetic transmission fluid contains all of the prescribed combination additives that improve the lubricating qualities for your high stress transmission. Fluid at 230° does not hurt the seals, gaskets, or clutches, but, because it is so thin it is hard for the pump to maintain enough flow so the valve body can maintain enough pressure in all the circuits. The apply lever is a 1:5. This is now an industry standard, as heat destroys automatic transmissions.