SCT tuning and transmissions... 4R75E
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Member
Joined: Oct 2006
Posts: 24
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From: Washington
SCT tuning and transmissions... 4R75E
Troyer custom tunes,firm shift. 4R75E.
Interested in how the software affects the transmission. Performance nice, what about durability? Can things be improved mechanically ?
Reading about 4R70 trans, see certain stock deficiencies... 4th band failure, clutch rings, long soft shift for the masses. Would assume similar issues with newer trans.
AODE... Shift kit, Serperator plate, valve body, what might one interested in prolonging transmission life do?
Lots of stuff out there, any input from the pros?
How about trans coolers, filters, whatever.
Want the best for the equipment, any suggestions?
Interested in how the software affects the transmission. Performance nice, what about durability? Can things be improved mechanically ?
Reading about 4R70 trans, see certain stock deficiencies... 4th band failure, clutch rings, long soft shift for the masses. Would assume similar issues with newer trans.
AODE... Shift kit, Serperator plate, valve body, what might one interested in prolonging transmission life do?
Lots of stuff out there, any input from the pros?
How about trans coolers, filters, whatever.
Want the best for the equipment, any suggestions?
Former Sponsor
Joined: Mar 1998
Posts: 13,385
Likes: 4
From: Virginia
Hi Redslate,
You are going way too far with this, and in too many different directions.
First, forget all those other transmissions, you do not have them or their issues with a 2004 or newer F-150 using the 5.4 3V engine, you have the 4R75-E transmission, and it is a great unit that can withstand a good deal of power, well above and beyond stock levels.
In fact, it can withstand superchargers just fine - the Roush supercharger kits we specialize in and sell a lot of for these vehicles (we have 7 of them in a row being done right now as quickly as we can get them in and out) is backed by a 36 month 36,000 mile complete powertrain warranty when installed on a new vehicle - THAT is how reliable those 4R75E's are, enough so that Roush backs them completely on a brand new vehicle with a replacement 36/36 warranty, so that you can have the Roushcharger installed and still have a 36/36 bumper to bumper warranty on a new vehicle.
And in terms of what we are doing in *our* tuning - there is *nothing in our tuning that is going to be detrimental in any way to your transmission - what we do reduces slippage, and thus extends the service life of the friction materials - bands clutches, etc.
I do NOT recommend installing a shift kit, separator plate, valve body, etc in the 4R75E transmission, as it does NOT have the deficiencies that the earlier 4R70W's and those way-old AOD-series or 4R100 series units have - the 4R75 is is physically capable of flowing much more fluid volume than all of those other trannies, which is why we can make it shift hard enough to jerk your neck off in them via tuning alone - we don't set them up like that, as it's not appropriate - but that can easily be done via tuning alone as they are capable of filling the clutch packs that quickly if calibrated that way.
The only time we recommend upgrading the 4R75E transmission is if you are going to exceed about 425-450 RWHP and use it in a performance application a,nd in that case, we recommend a complete performance build, to include additional clutches, upgraded hard parts, etc. But none of that is needed for the typical truck with bolt-on mods, or even with a supercharger, as the stock tranny, when *calibrated* correctly in the tuning, handles that power just fine to well above 400 RWHP - we have *many* trucks operating at those power levels and they aren't having any transmission issues.
All in all, that 4R75-E is a much better unit that all th other models, and what applies to all those other models you mentioned, in general, does not apply to the 4R75-E as it does not have those same weaknesses. It also has a very good transmission cooler, and before you think about changing that, first install a transmission temperature gauge with the probe correctly located so that you actually identify your transmission fluid temperatures - if they routinely exceed 200 degrees, *then* it's time to add on an *additional* trans oil cooler, and I would use one with a thermostatically controlled fan on it, and it needs to be the last cooler in line, so that the tranny fluid does not get overcooled, as it needs to hit a certain temperature to work properly. The ideal operating temperature for automatic transmission fluid in these newer Fords is 170 degrees, with peaks to 190 or so. It needs to reach at least 125 to do it's best job. We can help you with gauges & that type of cooler if need be.
I hope that info helps, & please feel free to call us if you'd like to go over this in more detail, OK?
You are going way too far with this, and in too many different directions.
First, forget all those other transmissions, you do not have them or their issues with a 2004 or newer F-150 using the 5.4 3V engine, you have the 4R75-E transmission, and it is a great unit that can withstand a good deal of power, well above and beyond stock levels.
In fact, it can withstand superchargers just fine - the Roush supercharger kits we specialize in and sell a lot of for these vehicles (we have 7 of them in a row being done right now as quickly as we can get them in and out) is backed by a 36 month 36,000 mile complete powertrain warranty when installed on a new vehicle - THAT is how reliable those 4R75E's are, enough so that Roush backs them completely on a brand new vehicle with a replacement 36/36 warranty, so that you can have the Roushcharger installed and still have a 36/36 bumper to bumper warranty on a new vehicle.
And in terms of what we are doing in *our* tuning - there is *nothing in our tuning that is going to be detrimental in any way to your transmission - what we do reduces slippage, and thus extends the service life of the friction materials - bands clutches, etc.
I do NOT recommend installing a shift kit, separator plate, valve body, etc in the 4R75E transmission, as it does NOT have the deficiencies that the earlier 4R70W's and those way-old AOD-series or 4R100 series units have - the 4R75 is is physically capable of flowing much more fluid volume than all of those other trannies, which is why we can make it shift hard enough to jerk your neck off in them via tuning alone - we don't set them up like that, as it's not appropriate - but that can easily be done via tuning alone as they are capable of filling the clutch packs that quickly if calibrated that way.
The only time we recommend upgrading the 4R75E transmission is if you are going to exceed about 425-450 RWHP and use it in a performance application a,nd in that case, we recommend a complete performance build, to include additional clutches, upgraded hard parts, etc. But none of that is needed for the typical truck with bolt-on mods, or even with a supercharger, as the stock tranny, when *calibrated* correctly in the tuning, handles that power just fine to well above 400 RWHP - we have *many* trucks operating at those power levels and they aren't having any transmission issues.
All in all, that 4R75-E is a much better unit that all th other models, and what applies to all those other models you mentioned, in general, does not apply to the 4R75-E as it does not have those same weaknesses. It also has a very good transmission cooler, and before you think about changing that, first install a transmission temperature gauge with the probe correctly located so that you actually identify your transmission fluid temperatures - if they routinely exceed 200 degrees, *then* it's time to add on an *additional* trans oil cooler, and I would use one with a thermostatically controlled fan on it, and it needs to be the last cooler in line, so that the tranny fluid does not get overcooled, as it needs to hit a certain temperature to work properly. The ideal operating temperature for automatic transmission fluid in these newer Fords is 170 degrees, with peaks to 190 or so. It needs to reach at least 125 to do it's best job. We can help you with gauges & that type of cooler if need be.
I hope that info helps, & please feel free to call us if you'd like to go over this in more detail, OK?
Thank you for your reply...
Former Sponsor
Joined: Mar 1998
Posts: 13,385
Likes: 4
From: Virginia
I know just how you feel, it is indeed confusing!
A lot of things have changed here with the 2004 & newer F-150's and their 4R75-E transmissions - they don't have the limitations the older design trannies do, so not only are there a lot of variants, but things also keep changing - anyway, I hope that helped your understanding a bit better, & good luck!
A lot of things have changed here with the 2004 & newer F-150's and their 4R75-E transmissions - they don't have the limitations the older design trannies do, so not only are there a lot of variants, but things also keep changing - anyway, I hope that helped your understanding a bit better, & good luck!
Senior Member
Joined: Oct 2009
Posts: 297
Likes: 0
From: Spokane, WA
What I want to know is why, now that I have a valve body from Troyer to go with my Whipple Supercharger, I cannot feel my shifts hardly at all even with my shifts firmness set high? Before I had the valve body and Whipple, I had a tune and I could really feel the shifts. I thought the vavle body was supposed to make the shifts harder. Any ideas.
Senior Member
Joined: Jun 2007
Posts: 517
Likes: 1
From: Kentucky
What I want to know is why, now that I have a valve body from Troyer to go with my Whipple Supercharger, I cannot feel my shifts hardly at all even with my shifts firmness set high? Before I had the valve body and Whipple, I had a tune and I could really feel the shifts. I thought the vavle body was supposed to make the shifts harder. Any ideas.
