My Hot Rod Buddy, Pierre was having issues with his brand new GM Performance 4L70e transmission and LS3 525hp crate engine this summer having shifting issues. I had driven it locally when we went to our favorite joint for lunch, Jersey’s Mikes in Sammamish and seemed like it shifted great. On Pierre’s return trip from Everett, he had problems once he got into stop and go traffic and at low speeds, it just wasn’t shifting right, Pierre called the local transmission guy, had them check it out and it still had problems.
Just by chance I was talking to Larry Cleeton and mentioned it and Larry not only had the same issue, but had solved the problem. It turns out that these electronically controlled transmissions have a built in safety that locks up the torque converter when it gets too hot. GM figures that by reducing the slippage of the torque converter (which produces heat) it will protect the transmission from failure and get you home in more or less “limp mode.” I had experienced the same type of issue on my LT4 engine which had a oil cooler attached to the engine sump, but was cooled by radiator fluid. Larry said that the cooling in the front mounted engine radiator was insufficient to cool down the transmission enough to prevent lockup.
Most of the aftermarket swap radiators have an option for transmission cooling in the bottom or side of the newer style aluminum radiators. This is a separate coil that is cooled by the radiator fluid. As is the case with the supercharged LT4, why would I want to try and cool down hot oil or hot transmission fluid with a radiator that was at 200 degrees or more? Most of the Gen IV and Gen V engines run at or around 200-208d before the fans kick on. I thought that was a poor idea and plumbed in an external oil cooler in the front of the vehicle. My thinking was why not take a clue from the off-road buggy guys that run the Baja 1000.
I’ve been looking at these compact Derale fan cooled radiators for sometime now thinking that I might want to upgrade and try them out, they also come in a single fan configuration. I suggested this to Pierre and he jumped on it and solved the issue right away. Here’s a few pictures for your review:
After building the car in 2015 I decided to swap out the cam, upgrade the rockers, valve springs and lifters from Comp Cams. In Reno last year I saw the new “Sheet Metal Fabricated Intakes” and decided they would look pretty good. This is the low rise model and uses the 92 mm opening instead of the 102mm. The Holley engineers explained that it doesn’t matter what size the opening is if you use the stock 90 MM throttle body. The serpentine system is from CVF racing.
Watch closely at the 0:40 second mark when the transmission shifts down 4 gears from 8th gear to 4th gear, the direct injected engine revs almost instantly. Same bottom end as the LT4, just a bigger supercharger gets you another 100 hp. Ligenfelter has pushed the LT4 engine up to 1,400hp with the stock bottom end.