[486]
smells things
that brownie box is way too shiny inside
it belongs in a museum
it belongs in a museum
Weird how this is the only place I hear about cp4 failures. I know so many 6.7s just chugging along.
Sorry to break it to you, but that 6.7 will own your 7.3. Not just the engine, but the trans is just so much better.
If you want to upgrade, I'd go to something bigger, get an F650-750, equivalent or just go right to a semi. I think you're pushing even the F550 capacity with a trailer behind you.
That wouldn’t surprise me. I am a huge fan on 6-8-10 speed transmissions. I know another solid axle swapped H3 guy that swapped his 4 speed auto for a 6L80E. He said even though his motor stayed exactly the same (5.3) it felt like he did an engine swap, the truck was so much more drivable and always in the powerband. More gears the better, within reason. I am shocked at how slow the aftermarket is to allow standalone setups on these newer transmissions.Weird how this is the only place I hear about cp4 failures. I know so many 6.7s just chugging along.
Sorry to break it to you, but that 6.7 will own your 7.3. Not just the engine, but the trans is just so much better.
If you want to upgrade, I'd go to something bigger, get an F650-750, equivalent or just go right to a semi. I think you're pushing even the F550 capacity with a trailer behind you.
I didn’t get the one up by you, I got the 4 speed in KennewickIs that the one from Craigslist?
Could have said you were coming up, I would have maybe heckled you while you tried to cram that thing in your wife's car
The trans is a huge difference. The 4R100 was a great trans but it is nothing compared to the spreads of the 6R140 and I imagine the 10R is even more impressive.
That is a BADASS setup! I thought that would be more then 26k.The 10 speed is a game changer for sure; especially for the gas trucks.
*Thread Hijack
My cousin bought a new 2020 F350 6.7L (475HP bone stock ) with the 10 speed and I rode passenger out to Sand Hollow with him pulling this:
That is right around 26,000Lbs gross (Truck, trailer, and slide-in alone weighed 18,900Lbs according to the CAT scale), and from the passenger seat, it felt like the truck was pulling about as well as my tuned & mildly modified 7.3L does just pulling my Bronco II . For reference, I gross right around 13,000 Lbs. pulling the Bronco II and my truck makes about 280HP at the wheels in my tow tune. He did get right around 6 MPG for most of the trip if I recall correctly though
\Thread Hijack
it really ain't terrible to do, it'll be loud sometimes but that's kinda how mdt stuff isSince I have an auto, shifting will be done by “floating” the gears. I have seen it done with a bus conversion who had an Allison 5 speed auto with one of these behind it.
This 4 speed unit will follow the gear ratios I posted on the site a few posts back.
Since I have an auto, shifting will be done by “floating” the gears. I have seen it done with a bus conversion who had an Allison 5 speed auto with one of these behind it.
I still need 2 yokes, a way to setup the shift linkage, and a seal housing for the back.
I wish I had one complete but this one hasn’t been run. (Or so I’m told, and by looking at it I do believe it has had very little to no use) so that was the driver in this purchase.
I can get 2 yikes made to accept 1410 stuff or find some yokes on eBay they use the 1600,1700 or 1800 series yokes. As for the seal housing, I will get that online or scour some yards as I have heard they can still be found in Idaho, just in old rough shape.
it will primarily be used with the auto in overdrive then the aux box is .86:1, 1:1, or 1.21:1 so that gives me a combined .61:1 (double overdrive for unloaded) .71:1 overdrive for hauling around 70 mph and a very useful ratio to lessen the 3-4 split on the auto, a .86
Unless you get lucky and happen across one for $50 or something like that you will be time and money ahead to just use a chunk of plate steel with holes drilled where needed and a bearing bore turned into it.As for the Aux trans I am missing the cast seal housing on the one side so I need to track one down....that will be fun.
Right now some cardboard is covering it. Then I need flanges and figure out a shifter so I can get that in.
That is a great point and I didn’t think about that. I will just need to make sure I can have a seal in there too.Unless you get lucky and happen across one for $50 or something like that you will be time and money ahead to just use a chunk of plate steel with holes drilled where needed and a bearing bore turned into it.
Ok, so turn two bores instead of one.I will just need to make sure I can have a seal in there too.
I can't help but wonder what the 10 speed trans would be like behind a SXE turbo'd 7.3.You're a glutton for punishment to go through all this work on a 400k 7.3 work truck but I'm happy to spectate and enjoy the process!
I went from a 7.3 in a F250 grossing 24k hooked up to my gooseneck to a 6.7 F350 DRW and the difference is insane in pulling power and comfort. I really appreciated the 250 for what it was as an inexpensive tow rig that worked great for the 100k I had it, but I have zero regrets going 6.7 now...especially putting 14k total miles on it in the first year and 9k of those hooked to the gooseneck
I can't help but wonder what the 10 speed trans would be like behind a SXE turbo'd 7.3.
LOL, Looking back I am a fucking idiot to go through the hell I went through but what’s the saying? What doesn’t kill you makes you stronger?You're a glutton for punishment to go through all this work on a 400k 7.3 work truck but I'm happy to spectate and enjoy the process!
I went from a 7.3 in a F250 grossing 24k hooked up to my gooseneck to a 6.7 F350 DRW and the difference is insane in pulling power and comfort. I really appreciated the 250 for what it was as an inexpensive tow rig that worked great for the 100k I had it, but I have zero regrets going 6.7 now...especially putting 14k total miles on it in the first year and 9k of those hooked to the gooseneck
I can't help but wonder what the 10 speed trans would be like behind a SXE turbo'd 7.3.
I can’t agree more, I think the differences are obviously in the motor and trans comparing stock to stock but if you can get good useable power the differences may be more in the trans. I reached out to a guy with a dyno to see if I can get my truck dynoed. He is moving his diesel shop to a new location but said I can once he’s settled in.Heck, even a stock or lightly modded 7.3.
C&c were not near those numbers.
I also wonder how much the ecu detunes them when they are on a long grade.
I can't help but wonder what the 10 speed trans would be like behind a SXE turbo'd 7.3.
Probably right, but the 6 speed would be a huuuggge improvement over the 4 speed.probably a solid "meh" for day to day, depending on programming. The most interesting thing to me with the 10-speed is how it chooses gears... 1,2,3,5,6,8,9 or 1,2,4,6,7,9,10, etc... and i absolutely hate 3rd gear in the thing.
Lock out that gear-skip programming, I bet it'd be interesting.
C&c were not near those numbers.
I also wonder how much the ecu detunes them when they are on a long grade.
I agree, It would be cool if they had a "blackbox" for a gear vendors type deal. where you pull some parts out of a trans like you do for an NP241 and boom, you have a splitter.Its a bummer that there isn't a DIYish OD box.
I always thought it should be easy to make a DIY gear venders type deal with OEM parts, just needing a housing of some sort.
With the flat power curve I would almost imagine a 6+ speed trans is even more important for a 7.3 then a 6.7. If a 6.7 had a 4 speed it will stay in the power band longer with the curve it has. With the 7.3 having a "crappier" curve it needs more gear options to stay in the optimal RPM range.Very true, I purposely didn't attach those because people seldom say CC trucks tow good. I was trying to give us a feel for "awesome" power in a graph.