SOS 2nd trans in a month. - Page 2 - Ford Powerstroke Diesel Forum
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post #11 of 15 Old 09-14-2019, 05:11 PM
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You and I disagree obviously, and thatís ok.
I can respect that and honestly I am impressed with that stance thanks


Maybe the cooling passages in your aircraft are larger ? IDK ? i have to imagine your flushing devices are probably far more advanced and have to be part performance verified ?


the problem with this ford unit is it really requires isolation and a two way flush and even then i have seen it let go of debris long after it was flushed with standard flush equipment

, the second cooler is at the bottom of the radiator and is easier to flush even though it is a plate style
as far as AC condenser the 6.0 uses a multi piston unit and can spit black death into the system

here is why a flush vs replacement is just better IMO https://aircondition.com/tech/questi...is-black-death

You're not going to replace your home condenser if the compressor fails ( unless it is r22 lol ) but for the cost of most vehicle condensing units I wouldn't think twice

6.0 flush pdf
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post #12 of 15 Old 09-15-2019, 02:46 AM
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If we all thought alike, this would be a pretty boring site and world. Differences in opinion can be good-this place, to me anyway, is a good place to collaborate information and help each other. We all have different backgrounds, specialties, and experiences. Yours, I assume, is related to these trucks as you have some pretty specific insight as do a few others that pop into mind (hydro, sparky, and bismic).

Our cooler passageways are actually smaller mainly for space and weight purposes, but are designed to be efficient and slightly robust. Metal in a cooler I can deal with. Rubber stays inside, and requires replacement. To be fair the we have impending bypasses which warn of restrictions in flow, complete bypasses, oil analysis, chip detectors (ferrous material is caught with the ability to be burned off), and accelerometers to measure and monitor vibration. Every part has a different frequency which can be converted to rpms. From the rpm we know exactly which gear or bearing is going out. The transmissions are tested and FAA certified to be able to run 30 minutes with no oil. Even with all that, they still go out. An overhauled unit will set you back $847k and a new one is well over a million dollars-ask me how I know. They are supposed to be serviceable for 6,000 hours before requiring overhaul, but Iíve never seen one make it past 4,000.

AC systems are typically a PITA to put it nicely. I prefer the electric meggitt compressor until itís time for the 300 hour brush change. Thatís when I prefer the trans driven Liebherr dual compressor system. At least until the belt change comes due. I find it easier (less frustrating) to pull the compressors and do it on a table.

A lot of aviation bleeds into my vehicle maintenance. Whether itís mileage, calendar time, or hours oil changes are done. I recently just changed oil on my tdi with literally 0 miles and 0 hours since the last change. It just reached calendar time. Probably an unnecessary expense, but itís a habit. If it works for an engine spinning at 50,000 rpm, it will be ok for something that lives under 3k.

Back to the transmission. Iíll attach a picture of a chip detector and what it caught. Because of shape and size no action was required. I didnít agree with it, but a subsequent flight yielded nothing else. I hope the OP gets his tranny issues worked out. Aside from the financial aspect, Iím sure itís disheartening-especially if he had to do #3. Hopefully he pulled the pan and inspected the filters to see what kind, if any, debris was in the system. A used trans-especially one with supposedly 150k is a roll of the dice in my opinion. I believe 100% thatís what he was told.
Itís just impossible to know once itís out of the truck, and on a shelf.
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post #13 of 15 Old 09-15-2019, 03:14 AM
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It would probably work if I actually attached the picture.
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post #14 of 15 Old 09-15-2019, 04:59 PM Thread Starter
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Originally Posted by Jjorgis5569 View Post
If we all thought alike, this would be a pretty boring site and world. Differences in opinion can be good-this place, to me anyway, is a good place to collaborate information and help each other. We all have different backgrounds, specialties, and experiences. Yours, I assume, is related to these trucks as you have some pretty specific insight as do a few others that pop into mind (hydro, sparky, and bismic).



Our cooler passageways are actually smaller mainly for space and weight purposes, but are designed to be efficient and slightly robust. Metal in a cooler I can deal with. Rubber stays inside, and requires replacement. To be fair the we have impending bypasses which warn of restrictions in flow, complete bypasses, oil analysis, chip detectors (ferrous material is caught with the ability to be burned off), and accelerometers to measure and monitor vibration. Every part has a different frequency which can be converted to rpms. From the rpm we know exactly which gear or bearing is going out. The transmissions are tested and FAA certified to be able to run 30 minutes with no oil. Even with all that, they still go out. An overhauled unit will set you back $847k and a new one is well over a million dollars-ask me how I know. They are supposed to be serviceable for 6,000 hours before requiring overhaul, but Iíve never seen one make it past 4,000.



AC systems are typically a PITA to put it nicely. I prefer the electric meggitt compressor until itís time for the 300 hour brush change. Thatís when I prefer the trans driven Liebherr dual compressor system. At least until the belt change comes due. I find it easier (less frustrating) to pull the compressors and do it on a table.



A lot of aviation bleeds into my vehicle maintenance. Whether itís mileage, calendar time, or hours oil changes are done. I recently just changed oil on my tdi with literally 0 miles and 0 hours since the last change. It just reached calendar time. Probably an unnecessary expense, but itís a habit. If it works for an engine spinning at 50,000 rpm, it will be ok for something that lives under 3k.



Back to the transmission. Iíll attach a picture of a chip detector and what it caught. Because of shape and size no action was required. I didnít agree with it, but a subsequent flight yielded nothing else. I hope the OP gets his tranny issues worked out. Aside from the financial aspect, Iím sure itís disheartening-especially if he had to do #3. Hopefully he pulled the pan and inspected the filters to see what kind, if any, debris was in the system. A used trans-especially one with supposedly 150k is a roll of the dice in my opinion. I believe 100% thatís what he was told.

Itís just impossible to know once itís out of the truck, and on a shelf.
Thank you for your comment, definitely was rolling the dice with 150k but the pan was clean, magnet had minimal shavings and everything works well. The trucks on the road now and shifts great. Fingers crossed for a solid future. Thanks for your help

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post #15 of 15 Old 10-15-2019, 09:33 AM Thread Starter
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UPDATE

Still going strong, I believe the culprit was the tuning, The tune (SPD) had plenty of power an did its job, so NOT trashing them and their work, their product just didn't work for me. However I am now running a much milder tune from PHP, and very pleased with it, all shifts feel great, and power is there but certainly not dangerous. For anybody with similar issues, I recommend running a NON race tune. Obviously not meant for daily driving, I learned the hard way.
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