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. At approximately 240 degrees F, important additives begin to cook in the automatic transmission fluid (ATF).The ideal operating temperature for automatic transmission fluid is somewhere between 175 and 225 degrees F. In any case, loads coupled with stop-and-go traffic increase the heat level in an automatic transmission. This is also true for trucks that haul heavy loads or tow trailers battling tough conditions such as long grades, high altitudes, or desert heat. Engine rpm is up across the board, and the automatic transmission builds heat. This is especially true in big-power, street-strip machines that combine lots of horsepower with a small torque converter and steep rear axle ratio. This would be the line you’d tap into if you were looking to install an aftermarket external transmission cooler.It’s no secret that heat kills automatic transmissions. Once the hot fluid flows into an through the factory cooler, it then exits at the top or other side to the cooler outlet or return line, which is the top line on your 4l60e. FYI, some vehicles have the factory cooler on the bottom of the radiator, but simply follow the lower cooler line coming from the transmission to find the hot or cooler inlet line. As the gif above shows, the bottom line is the hot line which sends warm transmission fluid out to the factory trans cooler within the radiator at the lower port in most cases. The 4l60e transmission cooler line flow is very easy to follow. This 4l60e transmission cooler lines diagram provides an easy to follow example of how your 4l60e’s cooling path works. Based on which is which, you will know which port on the factory cooler within the radiator will be routed to an external transmission cooler if you plan on installing one. When it comes to understanding the transmission cooling system of your GM car, truck or SUV, it’s always important to know which transmission lines are the send (hot fluid) and return (cooler fluid after flowing through the cooler).
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