Ho boy! here we go. There will always be disagreements on this. Let me take both sides
1) Out going line: advantages are you see the spike directly out of the torque converter so you get the hottest point in the system however brief it may be as it is heading to the cooler. Disadvantges are the more difficult install and potential for leakage from the cut lines. And you never realy see what the whole unit is staying at on the average adn for how long it is staying there.
2) Pressure port: advantage is very very easy install and a good steady average of the whole box temperature. Disadvantge is you never realy know how big that spike is. However, from others experiments we know this differnce to be about 15 degree's. Some argue it is as much as 30. Either way you know about how much to add and adjust for.
3) The pan has no advantage over either and is lower in the fluid area so I think its the least desirable choice. Difficult to install unless you have a drain plug already there but then if you put the sender there you no longer can easily use the drain plug for it's purpose can you?
Summation and conclusions: I went with the pressure port and do the math myself. I just recalibrate my brain. I look for 180 on my port reading to be the danger zone. Line installers would say 200. Remember, It is "time at temperture" that breaks down the fluid. And when the fluid is broken down so goes the tranny. So keeping track of how long most of the fluid is exposed to 200 to 240+ temps is the key. 20 minutes or less at 240 and slightly above and not too often (maybe once or twice or three) means maybe the fluid should be changed every 15K or so. If it never goes into the 200 + range but a time or two briefly then go 30K if you dare. Any exposure for any length of time above 300 is toasted the fluid and calls for immedidate action reguardless of whether you observed it directly or you calculated it was there by your port reading plus 15 degrees (or whichever fudge factory you feel comfortable with). Normal operating range according to the manual is 140 to 170.
Course you could shift those numbers a little higher with a synthetic tranny fluid.
Any questions? Class dismissed...
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2000 F-250 Super Duty, SuperCab XLT, Oxford white with medium grey cloth captains chairs, 5.4L Triton V8 (260 HP - 345 FP Torque version!), 4R100 4 Speed Automatic Transmission, 3.73, 4 wheel ABS, Deluxe Aluminum Wheels, Trailer Towing Package, Telescoping Trailer Towing Mirrors, Class IV Hitch, Reece load distribution system, Escort Sensor II Electronic Brake controller, Sure Stop towing skirt, "Westin" black powder coated step bars, "White-White" head lamps, Herculiner bed liner, ISSPRO Tranny Temp Guage, Excursion center console, Ford moulded mud gaurds, K&N Air and Oil filter, Amsoil XL7500 5W-30, Air filter minder, Perma Cool 8" (800 CFM) Tranny Cooler Fan (manualy switched), Deflect-a-Sheild Aluminum Dimond plate Tool Box.
[This message has been edited by cphilip (edited 10-03-2000).]
Trans Temp (best Location)
Linear Mode
