WHAT FIVE GRAD FOR A SLUSH BOX . Ain't no flippen way . And people wonder WHY i do not like SLUSH BOXES . I have had four slush boxes in my in my own cars and trucks and all have failed . The War Dept has only had slush boxes and all have failed . With a standard the only thing that i have to replace is the clutch and other then my Road Runner they last a LONG TIME unless you do something STUPID like put more pony power to it then it was designed for or slip it because you do not know how to drive. Like the OLD IRON HAULERS us to say it takes IRON TO HAUL IRON . I can rebuild a SLUSH box and i can make it better but it still will only last so long . I don't care if you change the fluid every 10000 miles along with a filter change the seals get hard the clutch pac slip with each change of gears and once the clutch facing is wore down so far the clutch pac piston can only push out so far . And heat now that is the killer . Put a temp gauge in the pan for a SLUSH BOX and watch it . I did this on my 78 Ford F250 4X4 with a C6 after the forth trans in a year , the first three did not last thru the first winter of snow plowing . I rebuilt the forth one myself and did all i could to beef it up by digging into my spare parts from the drag racing days . As of May 10 1975 Ford made changes to there good OLD C6 by cheeping it up by dropping 2 disc and 2 plates in each clutch packs so you now had 6 less disk's in the trans mission , then they went so far as to SMOOTH out the shifts so they were no as harsh so the softened up the accumulator spring and dropped the shift pressure . Then for some reason on the 78 Fords with the JUNK 400 engine there was a major screw up at the plant and instead of putting 4 clutches and disks in the ft. clutch pack they left out one clutch and one plate and only had three . So when you worked the truck since al the power went thru the ft. clutch pack you had a smoked trans in just one day of plowing and a ride on the back of a hook . I rebuilt mine usen parts from old C6's that used 6 clutches and 6 plates thru the whole trans. changed the accumulator spring for one out of a police -taxi upped the regulator pressures set the clutch pac spacing did everything i could even a deep sump pan and extra Oil cooler that was bigger then what came on it . But the big thing was the temp gauge , just driving the truck on a hot summer day on a two lane at 50-55 she would run 180-195 but put it out on the four lane and kick her up to 65-70 and now you were pushen 240-260 . on a really COLD DAY below 0 plowing snow and working it hard seeing temps of 280-310 were not uncommon .I got five years out of it when it drop kicked me when the ft. clutch pac went and this time it was not due to burning up the disc's it was due to taking the teeth off of them from just plain old ware. The 79 F250 4X4 that had the 4 speed and a plow on it just ran and ran well till it got totaled in 1990 when i got hit head on by a 17 year old drag racen his buddy on there way home from school . I would have been still driven that truck .
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Today's Featured Article - Engine Valves - Some Helpful Information - by Staff. Intake - On the intake stroke the piston moves doward, sucking in carburized fuel through the open intake valve. Exhaust valve is closed. Compression - With both the intake and exhaust valves closed, the pistons upward stroke compresses or squeezes the fuel into the combustion chamber. Firing - Ignited by the spark, the compressed fuel explodes and forces the piston downward on its power stroke. Intake and exhaust valves are closed. Exhaust valves and seats are exp
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