saw it in diesel power? guy had finned cooler ona manual onthe PTO boss area.
yes no?
example
yes no?
example
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oil coolers in PTO boss area
- Thread starter malibu795
- Start date
that is very interesting... My old 88 might like those when the cummins finds it's new home in the truck. Is that somethin custom or does someone make them?
One problem i can see is no oil runs through our pto covers . It just splashes around in there from the front drum rotating . on the manual it looks like it might increase the fluid capacity though and the air would blow ascross them for cooling .
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WORTHLESS
Fluid needs to be directed and passed through a heat exchanger for any significant cooling. I had some clear plastic pto covers made to watch wht was going on and it sure doesn't slash much at either cover. Another money making scam like the stainless spin on over at DP.
Fluid needs to be directed and passed through a heat exchanger for any significant cooling. I had some clear plastic pto covers made to watch wht was going on and it sure doesn't slash much at either cover. Another money making scam like the stainless spin on over at DP.
i saw that thread.............. i almost bought it for the firmer shifts :spit::rofl:
I had to post my .02 over there, yet forgot what this thread was about to even think about posting in it.
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What people don't understand is the spin on filter is in the control main pressure circuit ( control main pressure is knocked down main pressure ). This low pressure circuit is there to control the solenoids operation which cannot function under high pressure because they will hydraulicly jam. When the control main pressure opens or closes the solenoid a trim valve strokes letting pressure flow to the clutches from a different path. So you see that we are only controling the solenoid. Now a differently engineered solenoid would make a differenc in a shift but that can get very touchy without proper testing and break hard parts.
It ties into the same thing.
Adding a shim at the pressure regulator valve will increase mainline pressure ( the pressure the pump puts out constantly ) from 245 psi stock to about 275-280 psi. Now the C1 and C2 clutches are directly fed by this mainline pressure but the C3 and C4 are not; they are fed by control main pressure which is about 125 psi. Remember control main pressure is 125 psi and controlled by the control main pressure regulator valve which will dump anything over 126-129 psi back to sump so increasing main line pressure will not help the C3 and C4. Hence the Transgo trim valves which are designed to leak main line pressure into the control main circuit ( 245 psi into 125 psi ) and now the C3 and C4 clutches are seeing main line pressure and will lock and hold a lot better. The ATS spring increases pressure anywhere from 300-325 psi
Cool. Thanks for explaining that to me. I never really understood what the difference between main line and control main were and how the transgo valves tied into both. It all makes a little more sense to me now.
They don't think that at all. They just say that cause they think we are stupid and will believe anything.
Thats the kinda stuff I like learning about. Always hear about why the C3 are usually first to burn.... now I know the reason why. thx Mike