I don't understand why this channel doesn't have a million subscribers. Good clear content. On the GM side we are not really seeing much with converters or clutch failures yet. What we are seeing is solenoid failures. Lots of them. We cannot touch the valve bodies on these so we have to install an entire valve body when we have a solenoid failure. It takes forever to get one too. The other failure that we saw early on is the pump idler gear as you pointed out in the first video. Thanks Brad. Looking forward to the other videos you have planned.
The production quality and clarity with the pictures/demonstrations here is excellent. Thank you for providing this information in such an easy to understand way.
Another great video Sean, I was quite something to hear that noise at 700 RPM when you apply the lockup. From what I can see they don't seem to use woven carbon lining in that captive clutch setup, do you have any idea why? Also is everything flat, or does it uses a dlightly tapered piston like they do on the 6L80s? One little detail / correction, the little slant on the priority valve is not for all-time converter charge. It's just hello cut out on an angle like they use on all regulator valve to be able to precisely control the pressure. That valve is basically a double duty valve, it does converter pressure limit as well as doing the part normally done by the pressure regulator valve allowing flow to the converter once line pressure requirements are met. It does have all time line to converter charge pepvision, but it is not done by the valve, it is done by the two small offices above the valve that you can see in the hydraulic chart. Oh and also, you did not mention it, but it is interesting the way they did things when they went from the UFO looking converter back to the more conventional converter with the captive clutch, they had to reverse the passages in the valve body to feed the converter the other direction. It really threw me for a loop the first time I looked at that.
Thanks Robert. I'll look at that piston to see if anything is cut on a taper. Thanks for the info on the priority valve. There are a few things on that GM schematic that seem odd. Mainly the default disable hydraulics and the way they show the checkball seating. I might have to pick your brain if you head to Vegas this year. Speaking of that TCC fluid reversal, I plumbed the inside of a 10L trans I have in a 2019 Silverado, but I used the Ford case passages illustration to determine what ports do what. When I got it on the dyno, I was wondering why my TCC Apply was actually TCC Release, then I remembered that Ford TCC apply goes through the tip of the input shaft and that's release oil on the late model GM. Now, unfortunately, I don't have TCC apply pressure info on my truck when I run it on the dyno :(
@@siuautomotive yea that default disable circuit is very hard to understand the way they have it drawn. I just figured it out a few weeks ago, if you stop by the booth or if we get to spend some time in the evening over a drink i'll explain to you how it does its thing. Like anything else once you understand it, it is actually pretty simple, but man at first it had me scratching my head big time.
If I were you I would look at Phillips 66 Versatrans ULV fluid. Its full synthetic and has a Ford Mercon ULV license. From what I can tell the Motorcraft ULV is only a semi-synthetic just like a lot of other Motorcraft oils. Valvoline wouldn't be a bad choice as it is fully synthetic like Phillips 66. I chose the full synthetic Versatrans ULV because the literature said Phillips 66 worked with the OEM's in developing it.
![สาวเมืองเพชร - ธีเดช ทองอภิชาติ [Official MV]](http://i.ytimg.com/vi/kEt7F9PvO3I/mqdefault.jpg)
I don't understand why this channel doesn't have a million subscribers. Good clear content. On the GM side we are not really seeing much with converters or clutch failures yet. What we are seeing is solenoid failures. Lots of them. We cannot touch the valve bodies on these so we have to install an entire valve body when we have a solenoid failure. It takes forever to get one too. The other failure that we saw early on is the pump idler gear as you pointed out in the first video. Thanks Brad. Looking forward to the other videos you have planned.
The production quality and clarity with the pictures/demonstrations here is excellent. Thank you for providing this information in such an easy to understand way.
Oh baby, I love me some siu automotive videos late night
Very well done. Thank you.
Fantastic series, Thank You
Thank You from a Ford tech.
Thank you
Good info thanks
What happened with the class action lawsuit on this transmission?
Do these updates or fixes make the 10R80 last for 200,000 miles or 5k miles in a Mach 1 Mustang?
👍
Another great video Sean, I was quite something to hear that noise at 700 RPM when you apply the lockup. From what I can see they don't seem to use woven carbon lining in that captive clutch setup, do you have any idea why? Also is everything flat, or does it uses a dlightly tapered piston like they do on the 6L80s? One little detail / correction, the little slant on the priority valve is not for all-time converter charge. It's just hello cut out on an angle like they use on all regulator valve to be able to precisely control the pressure. That valve is basically a double duty valve, it does converter pressure limit as well as doing the part normally done by the pressure regulator valve allowing flow to the converter once line pressure requirements are met. It does have all time line to converter charge pepvision, but it is not done by the valve, it is done by the two small offices above the valve that you can see in the hydraulic chart. Oh and also, you did not mention it, but it is interesting the way they did things when they went from the UFO looking converter back to the more conventional converter with the captive clutch, they had to reverse the passages in the valve body to feed the converter the other direction. It really threw me for a loop the first time I looked at that.
Thanks Robert. I'll look at that piston to see if anything is cut on a taper. Thanks for the info on the priority valve. There are a few things on that GM schematic that seem odd. Mainly the default disable hydraulics and the way they show the checkball seating. I might have to pick your brain if you head to Vegas this year. Speaking of that TCC fluid reversal, I plumbed the inside of a 10L trans I have in a 2019 Silverado, but I used the Ford case passages illustration to determine what ports do what. When I got it on the dyno, I was wondering why my TCC Apply was actually TCC Release, then I remembered that Ford TCC apply goes through the tip of the input shaft and that's release oil on the late model GM. Now, unfortunately, I don't have TCC apply pressure info on my truck when I run it on the dyno :(
@@siuautomotive yea that default disable circuit is very hard to understand the way they have it drawn. I just figured it out a few weeks ago, if you stop by the booth or if we get to spend some time in the evening over a drink i'll explain to you how it does its thing. Like anything else once you understand it, it is actually pretty simple, but man at first it had me scratching my head big time.
Hi i have a 2022 mustang 5.0 V8 i think i have a torque converter rattle on start up then goes away sometimes rattles when i start it
HI - Do you recomend for the Transmision 10R80 the Motorcraft Mercon ULV or Valvoline ULV
If I were you I would look at Phillips 66 Versatrans ULV fluid. Its full synthetic and has a Ford Mercon ULV license. From what I can tell the Motorcraft ULV is only a semi-synthetic just like a lot of other Motorcraft oils. Valvoline wouldn't be a bad choice as it is fully synthetic like Phillips 66. I chose the full synthetic Versatrans ULV because the literature said Phillips 66 worked with the OEM's in developing it.