Fellow IDIT'arians
It has been a rewarding summer, though the fates kicked back right at the end.
In June I installed the Hypermax cold air hood scoop kit for the van. It was a pretty easy installation. What finally made me pull the trigger on this kit was zip tying a temp probe to the old air filters, which with the Hypermax Van Turbo Kit sit atop the valley. They reliably read 160 - 180 in the summer even at highway speed. After installing the new air intake kit I attached the temp probe to the new air filter location, and it functioned as an outside air temp gauge, like you'd expect.
To mark the occasion I turned the fuel delivery screw up 1 1/2 flats.
I took the rig up US 285 Turkey Creek Canyon out of Morrison CO, and noticed a big difference. The EGTs were much more controllable. I could stay either a full gear, or a Gear Vendors split, higher compared to the last time i drove up the grade.
Turning up the fuel caused a small puff of black smoke when I floored it under load, otherwise the exhaust ran clear. Prior I never produced smoke.
In 2012 my C6 failed on a road trip to visit the in laws. I went to AAMCO and they replaced it. Well, it turns out they put in a torque converter with a stall speed of 1900. So in July this year I had a Hughes Performence F43XFM stall speed 1200 rpm TC put in.
To mark the occasion I ordered a Wicked Wheel 2 compressor wheel from Justin and had it installed and balanced by Central Motive Power in Denver. And since the missus is already calling the rig her kitchen, as in their went the money for a new kitchen, I had the exhaust headers and up pipes and down pipe ceramic coated by Luftkraft in Colorado Springs.
The vehicle feels woke up now. At 65 mph the tach is about 300 less than with the old TC. Now grades where in the past I reliably had to downshift due to ever climbing EGTs and engine temp I was able to just chug up in third. The system just sat at 1100 EGTs with trans and engine temps stable.
With the WW2 compressor wheel the exhaust cleared up, and now there is no black smoke even under heavy load.
Well, I am starting to think AAMCO just took a stock C6 off their shelf back in 2012, even though I specifically asked for a heavy duty one suitable for a small diesel RV. Driving back from the Lake Tahoe area last week I started to notice a problem on the steep uphill grades where I still had to downshift to second gear. The transmission temps would rocket till the needle was pegged at max. Atop the pass or summit I would smell burning. But if I could stay in third, or if I had to drop down to first or one over, the transmission temps would stay under control.
I think I am burning out my second gear clutch pack. I am thinking that all the upgrades have upset the equilibrium that existed since the C6 was installed. (the engine was already turbo charged)
1989 Ford E 350 Born Free "President" converted to 4WD.
7.3 IDIT - C6 with Derale cooler - NP205 - GV - 3.54 - Hercules Terra Trac AT ll 285/75 R16 E Dia 32.60
Weight total 10,300 with water tank full
Front axle 3640
Rear axle 6660
I have read up on C6 upgrades, a lot on this site, and have come up with the following.
http://www.ckperformance.com/List/C6/Ford-C6-Competition-Components?sort=featured
EXTREME DUTY LOW DRAG WIDE RATIO 6 PINION PLANETARY GEARTRAIN ASSEMBLY
C6CC/EDWRPGA
This gear set upgrades the C6 to wide ratio specifications changing the first gear ratio from 2.46:1 to 2.72:1 and second gear ratio from 1.46:1 to 1.54:1 for a brutal increase in torque multiplication for faster acceleration in first and second gears. Expect better 60' times at the track and quicker acceleration in off road and pulling applications. This assembly is a must for all extreme duty C6 applications. The Included OEM 4R110W front and rear six pinion steel planetary carriers offer double the torque capacity of the OEM C6 three pinion type. All failure prone thrust washers are replaced with high capacity thrust bearing assemblies for increased durability and friction free operation.
https://www.oregonperformancetransmission.com/mm5/merchant.mvc?Screen=PROD&Product_Code=OPT-C6-RBHP
C6 HP Rebuild Kit C-6 Transmission Master High Performance Overhaul Box Set Raybestos Stage 3
OPT Product Code: OPT-C6-RBHP
$209.99
Is this a good direction to go?
Does anyone know of a tranmission shop in the Denver area that could reliably take on this re-build?
Thanks
Rolf
It has been a rewarding summer, though the fates kicked back right at the end.
In June I installed the Hypermax cold air hood scoop kit for the van. It was a pretty easy installation. What finally made me pull the trigger on this kit was zip tying a temp probe to the old air filters, which with the Hypermax Van Turbo Kit sit atop the valley. They reliably read 160 - 180 in the summer even at highway speed. After installing the new air intake kit I attached the temp probe to the new air filter location, and it functioned as an outside air temp gauge, like you'd expect.
To mark the occasion I turned the fuel delivery screw up 1 1/2 flats.
I took the rig up US 285 Turkey Creek Canyon out of Morrison CO, and noticed a big difference. The EGTs were much more controllable. I could stay either a full gear, or a Gear Vendors split, higher compared to the last time i drove up the grade.
Turning up the fuel caused a small puff of black smoke when I floored it under load, otherwise the exhaust ran clear. Prior I never produced smoke.
In 2012 my C6 failed on a road trip to visit the in laws. I went to AAMCO and they replaced it. Well, it turns out they put in a torque converter with a stall speed of 1900. So in July this year I had a Hughes Performence F43XFM stall speed 1200 rpm TC put in.
To mark the occasion I ordered a Wicked Wheel 2 compressor wheel from Justin and had it installed and balanced by Central Motive Power in Denver. And since the missus is already calling the rig her kitchen, as in their went the money for a new kitchen, I had the exhaust headers and up pipes and down pipe ceramic coated by Luftkraft in Colorado Springs.
The vehicle feels woke up now. At 65 mph the tach is about 300 less than with the old TC. Now grades where in the past I reliably had to downshift due to ever climbing EGTs and engine temp I was able to just chug up in third. The system just sat at 1100 EGTs with trans and engine temps stable.
With the WW2 compressor wheel the exhaust cleared up, and now there is no black smoke even under heavy load.
Well, I am starting to think AAMCO just took a stock C6 off their shelf back in 2012, even though I specifically asked for a heavy duty one suitable for a small diesel RV. Driving back from the Lake Tahoe area last week I started to notice a problem on the steep uphill grades where I still had to downshift to second gear. The transmission temps would rocket till the needle was pegged at max. Atop the pass or summit I would smell burning. But if I could stay in third, or if I had to drop down to first or one over, the transmission temps would stay under control.
I think I am burning out my second gear clutch pack. I am thinking that all the upgrades have upset the equilibrium that existed since the C6 was installed. (the engine was already turbo charged)
1989 Ford E 350 Born Free "President" converted to 4WD.
7.3 IDIT - C6 with Derale cooler - NP205 - GV - 3.54 - Hercules Terra Trac AT ll 285/75 R16 E Dia 32.60
Weight total 10,300 with water tank full
Front axle 3640
Rear axle 6660
I have read up on C6 upgrades, a lot on this site, and have come up with the following.
http://www.ckperformance.com/List/C6/Ford-C6-Competition-Components?sort=featured
EXTREME DUTY LOW DRAG WIDE RATIO 6 PINION PLANETARY GEARTRAIN ASSEMBLY
C6CC/EDWRPGA
This gear set upgrades the C6 to wide ratio specifications changing the first gear ratio from 2.46:1 to 2.72:1 and second gear ratio from 1.46:1 to 1.54:1 for a brutal increase in torque multiplication for faster acceleration in first and second gears. Expect better 60' times at the track and quicker acceleration in off road and pulling applications. This assembly is a must for all extreme duty C6 applications. The Included OEM 4R110W front and rear six pinion steel planetary carriers offer double the torque capacity of the OEM C6 three pinion type. All failure prone thrust washers are replaced with high capacity thrust bearing assemblies for increased durability and friction free operation.
https://www.oregonperformancetransmission.com/mm5/merchant.mvc?Screen=PROD&Product_Code=OPT-C6-RBHP
C6 HP Rebuild Kit C-6 Transmission Master High Performance Overhaul Box Set Raybestos Stage 3
OPT Product Code: OPT-C6-RBHP
$209.99
Is this a good direction to go?
Does anyone know of a tranmission shop in the Denver area that could reliably take on this re-build?
Thanks
Rolf
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