Rembrant's new non-Bullnose project

[Rembrant]

You'll get it figured out. And you'll get it fixed.

Ya, I'll get it sorted. Question is, do I go looking for another used transmission, or buy a reman, or have mine rebuilt? I do have a small issue that I cannot use my existing transmission for a core return with a reman. The cast-in bracket for the factory shift cable is busted off the housing. It wasn't an issue for me, but it means that it cannot be used in its intended application.

 

[FuzzFace2]

You'll get it figured out. And you'll get it fixed.

Ya, I'll get it sorted. Question is, do I go looking for another used transmission, or buy a reman, or have mine rebuilt? I do have a small issue that I cannot use my existing transmission for a core return with a reman. The cast-in bracket for the factory shift cable is busted off the housing. It wasn't an issue for me, but it means that it cannot be used in its intended application.

Just catching up on your project.

We all have teething issues when they first get on the road.

On the transmission I take it the controller uses input from the TPS right?

I also seen a post about the carb, TPS and not being able to get the idle speed as low as you wanted.

What other inputs dose the controller use to make the transmission work right?

I ask because I had an issues with my 02 Durango where it would unlock and / or down shift out of over drive but only on the high way going 60 to 65 MPH. Turned out to be the wiring harness to the TPS was bad and would not send the right information to the computer and make it do what it did.

I am thinking maybe the needed information going to the controller is dropping out?

The other thing I might want to do is hit up a auto trans shop and run by them what your setup is and is happening.

Good luck

Dave ----

ps if the trans temp has gone up it is either slipping or not locking up as it should in my book

[Gary Lewis]

one thing that gets my attention. the rpm vs speed. i am running practically the same setup but with 3.73 gears and at that rpm I am going 72. double checked by a couple different gps sources and the occasional highway speed box. gosh I love making them flash.

my concern is more with a solenoid being used to engage the overdrive band. not sure it's a bad trans. check fluid condition for signs of cooking.

I don't see any mention of tire size but that's certainly a big factor.

I'm running 255/60-15's in the rear and they're only 27" OD.

In order to do 72 MPH at the same RPM with 373 gears and 4R70W, Matt's tires would have to be much larger than mine. 32.5" OD according the calculator I used.

Maybe the calculators are wonky, I'm not sure, but I tried a couple of them and got the same results.

Cory - Glad things are coming together. And yes, there are teething problems. But eventually you'll be able to go as far as you want - today we did 525 miles/841 KM in Big Blue. However, there have been some teething problems along the way.

Bummer on the tranny. Not sure what to tell you, but I'd lean to a rebuilt one. I've not bought a fully tranny from them, but I've purchased a lot of parts from Midwest Transmission Center, and that's where I'd go if I were to be buying one myself.

As for the RPM, I think you are spot on. Here's what our calculator says:

[Rembrant]

Bummer on the tranny. Not sure what to tell you, but I'd lean to a rebuilt one. I've not bought a fully tranny from them, but I've purchased a lot of parts from Midwest Transmission Center, and that's where I'd go if I were to be buying one myself.

Thanks for the tips Gary. I'm going to do some transmission testing today after I re-install my gold plated heater core lol.

I made a couple of transmission inquiries and joined a couple Facebook 4R70W groups and basically came away with two things:

One guy said to bump up my line pressure in the Quick4 controller and see what happens. He seems to think that I have not caused any damage to the transmission yet, and that it's worth trying some incremental changes in the controller to see what happens. This guy also seems to think that the 177F temp reading is nothing at all. He said nothing to worry about until after 200F.

Another guy says that it's probably the torque converter clutch slipping, and that it's at the very early stages of wear. He said to throw in a bottle of anti-slip additive and the problem will likely go away for 10,000-15,000 miles, but that the torque converter will eventually need to be replaced.

Baumann Controls said to run a data log with the Quick 4 and send to them and they'll be able to better pinpoint the problem. Since the Quick4 controller has an engine RPM input, and an output shaft speed sensor, it will know precisely when the transmission is slipping, at least when the torque converter is locked up. I could set the torque converter to NOT lock up, and I'm sure the fault will disappear...unless the Quick4 knows exactly how much slip there is in the system overall?

I dunno...

In any case, I bought a complete spare transmission to have as a spare. I have a bit of a "rare" transmission here...it being from a 1996 F150. The 1994-1995 4R70W trans is different in several ways, and the 1997-up does not have the SBF bellhousing. It was semi local, and the only '96 F150 specific trans available for 1000 miles, so I grabbed it. I might drop the pan on it today and see how things look in there...how much debris is in the bottom and how much metal fuzz is on the big magnet;).

Anyway, no panic yet...I'm still mobile.

 

[Gary Lewis]

Bummer on the tranny. Not sure what to tell you, but I'd lean to a rebuilt one. I've not bought a fully tranny from them, but I've purchased a lot of parts from Midwest Transmission Center, and that's where I'd go if I were to be buying one myself.

Thanks for the tips Gary. I'm going to do some transmission testing today after I re-install my gold plated heater core lol.

I made a couple of transmission inquiries and joined a couple Facebook 4R70W groups and basically came away with two things:

One guy said to bump up my line pressure in the Quick4 controller and see what happens. He seems to think that I have not caused any damage to the transmission yet, and that it's worth trying some incremental changes in the controller to see what happens. This guy also seems to think that the 177F temp reading is nothing at all. He said nothing to worry about until after 200F.

Another guy says that it's probably the torque converter clutch slipping, and that it's at the very early stages of wear. He said to throw in a bottle of anti-slip additive and the problem will likely go away for 10,000-15,000 miles, but that the torque converter will eventually need to be replaced.

Baumann Controls said to run a data log with the Quick 4 and send to them and they'll be able to better pinpoint the problem. Since the Quick4 controller has an engine RPM input, and an output shaft speed sensor, it will know precisely when the transmission is slipping, at least when the torque converter is locked up. I could set the torque converter to NOT lock up, and I'm sure the fault will disappear...unless the Quick4 knows exactly how much slip there is in the system overall?

I dunno...

In any case, I bought a complete spare transmission to have as a spare. I have a bit of a "rare" transmission here...it being from a 1996 F150. The 1994-1995 4R70W trans is different in several ways, and the 1997-up does not have the SBF bellhousing. It was semi local, and the only '96 F150 specific trans available for 1000 miles, so I grabbed it. I might drop the pan on it today and see how things look in there...how much debris is in the bottom and how much metal fuzz is on the big magnet;).

Anyway, no panic yet...I'm still mobile.

I think the Baumann approach is what I'd do first. If that indicates slippage then maybe they have a recommendation?

On the anti-slip additive, you have brand new lube in it - right? If so then it has plenty of the additives the tranny needs and giving it something else would seem to be the wrong approach. It could cause the other clutches to lock up abruptly and make the shifts harsh. And once it is in there you have to replace the fluid to get it out.

But changing the line pressure might help the clutch engage fully, and it is adjustable. So if Baumann doesn't have a good suggestion that might be a reasonable next step.

[Rembrant]

I think the Baumann approach is what I'd do first. If that indicates slippage then maybe they have a recommendation?

On the anti-slip additive, you have brand new lube in it - right? If so then it has plenty of the additives the tranny needs and giving it something else would seem to be the wrong approach. It could cause the other clutches to lock up abruptly and make the shifts harsh. And once it is in there you have to replace the fluid to get it out.

But changing the line pressure might help the clutch engage fully, and it is adjustable. So if Baumann doesn't have a good suggestion that might be a reasonable next step.

Actually, I misspoke there a bit Gary...it was actually Baumann that suggested the trans additive, and that if it didn't work, to run a data log and send it to them. I figure they know the AOD/AODE/4R70W as good or better than anybody, so after pondering their advice for a few days, I took it and threw in some additive. I have always been extremely skeptical of additives like that, but so far the stuff seems to be working. I went out with the truck and drove it for two hours, and could not get a fault to show up on the Quick4 controller. I'm not saying that the jury is back yet, but so far it looks promising.

But yes, the trans is full of new fresh fluid also.

I'm hoping to buy some time and do a swap later on. I now have a spare trans, although the mileage on it isn't much lower than the one in the truck now. However, it's working well, and if I can get the season out of it and swap the trans in the off season, I'd be much happier with that.

I'm going to pull the spare trans pan off and get it all cleaned out, install new seals, etc. That way it is ready to swap in on short notice if need be.

On to other news, I ordered some of the parts to install front disk brakes on the solid axle spindles. Speedway sells these kits that use 1973-1993 Ford F-Series front rotors with Chevy car calipers. So far I just bought all of the brackets, hardware, and fittings. I'll have to source the rotors and calipers later. The one issue I have had with buying this kit is that nobody could tell me with any certainty if the disk brake kit pushes the wheels out or in (or keeps them in the exact same spot), so I need to do some bench tests first, before I install.

[grumpin]

I think the Baumann approach is what I'd do first. If that indicates slippage then maybe they have a recommendation?

On the anti-slip additive, you have brand new lube in it - right? If so then it has plenty of the additives the tranny needs and giving it something else would seem to be the wrong approach. It could cause the other clutches to lock up abruptly and make the shifts harsh. And once it is in there you have to replace the fluid to get it out.

But changing the line pressure might help the clutch engage fully, and it is adjustable. So if Baumann doesn't have a good suggestion that might be a reasonable next step.

Actually, I misspoke there a bit Gary...it was actually Baumann that suggested the trans additive, and that if it didn't work, to run a data log and send it to them. I figure they know the AOD/AODE/4R70W as good or better than anybody, so after pondering their advice for a few days, I took it and threw in some additive. I have always been extremely skeptical of additives like that, but so far the stuff seems to be working. I went out with the truck and drove it for two hours, and could not get a fault to show up on the Quick4 controller. I'm not saying that the jury is back yet, but so far it looks promising.

But yes, the trans is full of new fresh fluid also.

I'm hoping to buy some time and do a swap later on. I now have a spare trans, although the mileage on it isn't much lower than the one in the truck now. However, it's working well, and if I can get the season out of it and swap the trans in the off season, I'd be much happier with that.

I'm going to pull the spare trans pan off and get it all cleaned out, install new seals, etc. That way it is ready to swap in on short notice if need be.

On to other news, I ordered some of the parts to install front disk brakes on the solid axle spindles. Speedway sells these kits that use 1973-1993 Ford F-Series front rotors with Chevy car calipers. So far I just bought all of the brackets, hardware, and fittings. I'll have to source the rotors and calipers later. The one issue I have had with buying this kit is that nobody could tell me with any certainty if the disk brake kit pushes the wheels out or in (or keeps them in the exact same spot), so I need to do some bench tests first, before I install.

Interesting, I'm not usually big on additives, but some work and have their place.

I find this interesting because our Suburban transmission used to "hunt" for the right gear.

Did some research and found a TSB for this problem and it said to drain and install synthetic ATF, and it cured the problem.

[Gary Lewis]

Interesting, I'm not usually big on additives, but some work and have their place.

I find this interesting because our Suburban transmission used to "hunt" for the right gear.

Did some research and found a TSB for this problem and it said to drain and install synthetic ATF, and it cured the problem.

I'm not big on additives in a new fill as I think the ATF should do the trick. But if it works it works, and I'm glad it does!

And I hope the brakes keep the wheels/tires right where they should be. Not only does that change the looks but it also changes the mess created when you drive in the rain - or especially mud.