She's HOT

[410Fortune]

Buckshot the thin cooler on the IFS crossmember is the power steering cooler, not the trans cooler.
On the Gen II trucks the external trans cooler is still mounted behind the grill on the pass side.
The rack and pinion has a cooler that is about 4" tall and 10" long mounted on the IFS x member as stated above. If you have your trans cooler system plumbed to this sucker it will work as a oil cooler (trans/oil/power steering, they are all fin style air/fluid coolers) but its not what it was intended for. Also if this is true then your power steerig is not being cooled as your truck was designed to use.

I have pictures if you would like to see.

I have NEVER seen a gen II with an auto trans and no external trans cooler mounted in the same/similar spot as the Gen I trucks.

 

[Buckshot]

Buckshot the thin cooler on the IFS crossmember is the power steering cooler, not the trans cooler.

You're right....I should have gone under the truck instead of trying to interpret my CD service manual diagrams. I crossed a line with another. OOps. Guess I added to the misinformation.

 

[Arnie897]

Well.....when I replace this radiator I need to dig out all of the stuff for the tranny cooler and remove it. I still have the cooler lines running back to the tranny....I guess it was just one of those lazy moments. Since I have the manual now I just need to get rid of it all and replace it with one for a manual.

I started another thread to try and figure out if there is any difference between the auto and manual radiator's cooling capacity. I heard in the first generations there is a difference, so I was wondering the same about the second gens.

Also, I never thought that the white puffs were a problem. It seems that all explorers I see have a bit of water dripping from the tail pipe and I just figured that was what I was seeing puff out. My friends are the ones that were telling me that they thought I may have some sort of head gasket problem.

 

[410Fortune]

Buckshot, dude dont sweat it, these forums are here for all of us to learn and posting mistakes will definately get them pointed out and then everyone who reads learns.

Hell I learn something new every day!

the only reason I knew exactly what you were talking about was I just took apart two 96 exploders the Gen II is newish to me too!

 

[Papa]

Guys, I see a lot of wonderful stuff going on here but I see something going on here that really bothers me!!! Do not ignore the basic rules of troubleshooting. Verify your symptoms and I cannot say that loud enough. Be thorough, is it really in place, clean, tight, secure, tested with a known good component (I have seen enough parts come out of the box that did not work cause serious delay) and try to find correlating symptoms the other stuff just does not count toward the solution.
That being said I see an opportunity for a tread on what constitutes a clean radiator, inside and outside, what the real symptoms are and what you can do to tune up this jewel. A light coat of flat black paint can reduce the core temperature up to fifteen degrees. I guess my point is that a lot of people responded to this so it must be a more common problem and there is a rainbow of stuff that can go wrong as well as overlooked. How many is this situation would have turned off the A/C rolled down the windows and turned the heater on full blast?

 

[Arnie897]

So I'm confused as to what your point is?

 

[Papa]

Do the air flow numbers on the clutch fan @ 3,000 engine RPM exceed those for the electric fan with or without shrouds or was the final limiting factor for heat dissipation the foreign debris in the fins? I threw in the part about the flat black paint as a way to increase heat dissipation if that is a limiting factor. Sorry if I am digging to deep here, there are a lot of dynamics at work trying to balance generated heat with heat dissipation and which one will be the limiting factor will play huge in the solution. I am more accustom to seeing water in and out temperatures, air on coil and off coil, exhaust temps, fuel pressures and electrical load even the air density differences between 4 AM and noon will make a difference in the load an engine can carry before it bogs down or over heats.