Transmission temperature question
We just came back from a week of camping, driving from Colorado Springs to Ridgway State Park near Ouray and back. We drove Hwy 50 over Monarch Pass. This was our first time going over a truly high ...
Forum Discussion
This is a technology/science/laws of physics based discussion...
Yes, the often posted chart showing ATF temps vs what happens is old, but the basic premise is the same...just that the material science is MUCH better today than back then...but the metrics are still the same...just high temp ranges for the new materials
Yes, today's ATF can survive higher temps than the old stuff...but...it still has a temp specification that has working temp ranges (min to highest). Again, material science is much better and today's stuff has a higher working temp range
The "smell test" and "color test" still applies and again, at higher temps does these effects take place...never the less...they still smell burnt when it is burnt and turns color when it is burnt...meaning the ATF has gone BEYOND it's rated max temp
I know of no automatic tranny that has a thermal couple or whatever temp measuring component that measures where ATF gets burnt...at the tips/edges (both leading and trailing edges) of the TC vanes
Below pictures show the 'vanes' of the three components am talking about: Turbine, stator and impeller. All have vanes that throws ATF into/against the other's vanes. A reversal of fluid direction is where the main 'torque multiplication' comes from...other is the amount of slip (stall RPM). AKA fluid coupling...the why of removing that fluid coupling via lock up.
I can burn up anyone's TC/AFT in short order. Just give it high/full throttle and hold the brakes all the while at stall RPMs without lock up
"good for a while" at those gauge indicated temps is NOT the true temp of the ATF at the source/generation of heat (those tips & edges), but somewhere else in the tranny assembly. That has been muted (diluted) with colder ATF
The why of the age old and still good to this day..."the smell teste" and "the color test"...it is burnt beyond the 'extra' charge of ATF to dilute it and the filters ability to filter the burnt particles out of the flow
So, suggest each individual decide at which indicated temp they will run at pulling hard and decide on your flush regime
Yes, the often posted chart showing ATF temps vs what happens is old, but the basic premise is the same...just that the material science is MUCH better today than back then...but the metrics are still the same...just high temp ranges for the new materials
Yes, today's ATF can survive higher temps than the old stuff...but...it still has a temp specification that has working temp ranges (min to highest). Again, material science is much better and today's stuff has a higher working temp range
The "smell test" and "color test" still applies and again, at higher temps does these effects take place...never the less...they still smell burnt when it is burnt and turns color when it is burnt...meaning the ATF has gone BEYOND it's rated max temp
I know of no automatic tranny that has a thermal couple or whatever temp measuring component that measures where ATF gets burnt...at the tips/edges (both leading and trailing edges) of the TC vanes
Below pictures show the 'vanes' of the three components am talking about: Turbine, stator and impeller. All have vanes that throws ATF into/against the other's vanes. A reversal of fluid direction is where the main 'torque multiplication' comes from...other is the amount of slip (stall RPM). AKA fluid coupling...the why of removing that fluid coupling via lock up.
I can burn up anyone's TC/AFT in short order. Just give it high/full throttle and hold the brakes all the while at stall RPMs without lock up
"good for a while" at those gauge indicated temps is NOT the true temp of the ATF at the source/generation of heat (those tips & edges), but somewhere else in the tranny assembly. That has been muted (diluted) with colder ATF
The why of the age old and still good to this day..."the smell teste" and "the color test"...it is burnt beyond the 'extra' charge of ATF to dilute it and the filters ability to filter the burnt particles out of the flow
So, suggest each individual decide at which indicated temp they will run at pulling hard and decide on your flush regime
