The idea is to have air flow over the fins, which in turn creates a heat sink effect. Generally speaking, this cooler configuration consists of fins that are placed over aluminum tubes, which are laid out in “S” patterns. A conventional tube-and-fin cooler is the most common type you’ll find. Typically, there are two types of cooler styles available: “ tube-and-fin” and the “ stacked plate” cooler. Naturally, this might not apply to vehicles operating near the Arctic Circle, but in the rest of the world, it basically holds true. In a conversation with Bob Fouts at Earl’s Performance, we garnered this critical kernel of information: It is virtually impossible to overcool an automatic transmission, especially one in a high performance application. It was a street-driven car, but even with a big, four-core rad, the combination was always ready to melt the transmission fluid. But before you rush out and buy the first cooler available, here’s an example to ponder:ĭecades ago, we built an L88 powered 1969 Camaro complete with a turbo 400, a 12-bolt filled with 4.88:1 gears and an 8-inch torque converter. This heat can be transferred to the engine coolant resulting in a potential boil over. At the same time, if the transmission is overworked, it might raise the operating temperature of the ATF to 250 degrees F or more. If the vehicle in question has a thermostat that opens at 195 degrees F, once warmed to operating temperature, the transmission cooler will have a tough time reducing the heat of the ATF below 195 degrees F. And at the same time, it too can influence the engine coolant temperature. A typical “in-the-rad” cooler will reduce the heat of the ATF but it’s also influenced by the engine coolant temperature. The built-in coolers that reside in the bottom of the radiator are marginal at best. Often, a transmission will die within a few thousand miles (or sooner) if subjected to 300-plus degree heat. Carbon forms in the oil and for all intents and purposes, the transmission is now junk. At approximately 315 degrees F, seals and clutches effectively burn out.At approximately 295 degrees F, transmission clutch plates begin to slip because the oil is breaking down further.The end results are internal and external leaks as the the seals lose their elasticity. At approximately 260 degrees F, internal transmission seals, which are often manufactured from a polyacrylate material, begin to harden. The result is the formation of varnish inside the transmission.
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