PDI Next Gen Ford Ranger Extreme Transmission Cooler Kit 2022 – Current

PDI Next Gen Ford Ranger Extreme Transmission Cooler Kit 2022 – Current

These kits once again are designed to outclass the competition with design and efficiency.

When compared to other “heavy duty” options, it is only appropriate for these to be called Extreme, due to much higher efficiency and stronger mounting with a steel bracket that is hard mounted to the panel (instead of the plastic frame.

In addition to our other class leading features (standard in all PDI transmission cooler kits), the 6 speed and 10 speed auto gearbox fitted to the Ranger MUST be fitted with 1/2inch ( 12mm lines). Do not attempt to adapt smaller lines to work with the transmission as these transmissions require high fluid flow to prevent long term issues.

🚗 Suitable for:

• Ford Ranger Next Gen 2.0L I4 / 3.0L V6 Engine 06/2022 – Present
  

📦 What’s included:

• PDI Extreme Transmission Cooler
• Single Piece Mounting Bracket
• Trans cooler hose, fittings and clamps for installation.

🛠️ Fitment Details:

• The diesel Next Generation Ranger uses a heat exchanger on the side of the transmission.  This must be removed as part of the install as the fittings are part of the cooler – also we don’t see the point of trying to cool a transmission with fluid that is the same temperature as you are trying to maintain.  The thermostat (targeting 88-90degC) inside the transmission does a great job IF we supply cooler fluid to be able to be regulated.  We tried the thermal bypass and at the end of a long tow on a 28degC day, the transmission was only at 63deg.

• For the Ranger Raptor, they ran transmission fluid to the front and mounted the fluid heat exchanger there.  Again we suggest removing the heat exchanger as part of the install, since the transmission has a thermostat to control its temperature and this also reduces the risk of coolant into the transmission.

• Although it would be easier to install from the bottom, the outlets are mounted on the top to prevent air locks inside the transmission cooler.

⚙️ Why Choose the PDI Extreme Cooler:

By default, all PDI external transmission coolers are designed to be market leading through:

• Maximum efficiency 45,000BTU (energy dissipation unit of measure).
• Stacked Plate coolers – this is the best design you can use.
• Steel one-piece brackets (zinc plated and coated) to eliminate flexing of the aluminium cooler.
• High quality transmission cooler hose (rated to 400psi).
• Outlets on the top to prevent air locks inside the transmission cooler.
  

This is the best cooler we have ever seen and does an exceptional job at dropping transmission temperatures. A number of years ago, a friend needed massive cooling for his offroad race vehicle, which was auto and running a high powered 4.2L turbo diesel engine – in my 1 ride in this vehicle out the back of “the pines”, as well as being very fast in and out of the corners, I just thought how hard he was on the transmission. He asked for a large (550x300x76mm) bar and plate intercooler, which he sealed the outlets and ran transmission fluid through it.

After a few races he decided he needed more cooling so we supplied the 45,000BTU transmission cooler above, which he claimed made a big difference. A couple years later, he reported that at some point, due to mounting and the weight of the fluid filled intercooler it formed a crack, so he had to bypass it during a race and it made no difference to the overall cooling as the properly designed and suitably sized stacked plate core did such a good job. At that point the much larger bar and plate cooler was never refitted.

📦 Dispatch information:

This item is delivered via road freight and typically takes 5-7 days once dispatched.

❓ FAQs:

Q: How does this compare to other Heavy Duty kits on the market?
A: Other Australian supplied transmission coolers kits for the Ford Ranger use 4.5-5.0m of 10mm hose to get from the gearbox to front of the car. They also released them with restrictive, smaller coolers (16,000BTU rated) and when it was realised that their cooling was insufficient for many installs, a second cooler was added IN SERIES, which makes their heat capability close to our unit but too restrictive.

Q: When adding an aftermarket transmission cooler, can you go too big?

A: In Australia with our high temps and the area available to mount transmission coolers the answer is no. The only reason for running a smaller unit is cost and this will mean a lesser capable unit.

Q: Stacked Plate or Plate and Fin?

A: The market doesn’t seem to have tube and fin units, which were cheap (easy to make) and are the most inferior design. The next step up in efficiency and still cost effective are the “plate and fin” design. These seem to be the most commonly available units and come in a few different sizes. Dual setup versions of these are available to increase efficiency and the fluid has to run through both units. This means extra connections, double the restriction to flow and the resulting overall efficiency not equivalent to double the single unit.

Stacked plate design is the optimal setup being the most efficient and durable construction. The internal restriction to flow is minimal, which is important as there is lots of flow through these units and restricting flow may affect the life of the transmission.

Tube and fin, is a light weight intercooler design system suited to air to air intercooler systems, although all PDI intercoolers use a “bar and plate” design. We have seen the full aluminium tube and fin system used on transmission cooler designs, but haven’t seen it to be very effective. We have aligned ourselves with one of the best transmission cooler specialists and manufacturer on the market with our range to provide a quality kit.

Q: In front of the intercooler or behind?

A: The intercooler has the potential to extract lots of heat. For example, the highly efficient PDI intercooler fitted to a Landcruiser 100 series when towing a heavy camper trailer at 100kph is able to drop the intake air temperatures down from 150-160deg to 40deg on a 25deg day. The heat removal can be much high when pushing hard along a beach. With this heat loading in front of a transmission cooler it can be hard to drop transmission temperatures when it is most required.

Transmission coolers aren’t always working – when the torque converter is “locked up” the transmission isn’t making anywhere near the heat it can do when the torque converter is working. Normally for highway driving the torque converter is locked up so there is no extra load being placed in front of the intercooler in this situation, however on the beach with the torque converter unlocked we want to give the transmission the best chance to not get too hot so prioritise transmission cooling.

We also don’t see the point in hiding the cooler behind the lower bumper where air flow is limited and we can’t be expected to see much heat extraction.

Q: Is an aftermarket transmission cooler required?

A: New car manufactures make a car to a price and ensure it meets the expectations of most customers. If you aren’t towing are are running standard power then, quite rightly, you probably won’t be thinking of adding a transmission cooler. If you want to be more scientific, then measure the transmission temperature and decide if you are comfortable with the temperatures you are seeing. If you will be towing a caravan or camper trailer then it is sensible to install an external transmission cooler, to make the transmission last as long as possible by keeping the temperatures down.

The ideal operating temperature for automatic transmission fluid is somewhere between 80 and 110 degrees C. Here’s what can happen above this range:

• At approximately 115 degrees C, important additives begin to cook in the automatic transmission fluid (ATF). The result is the formation of varnish inside the transmission.

• At approximately 125 degrees C, internal transmission seals, which are often manufactured from a polyacrylate material, begin to harden. The end results are internal and external leaks as the the seals lose their elasticity.

• At approximately 145 degrees C, transmission clutch plates begin to slip because the oil is breaking down further.

• At approximately 160 degrees C, seals and clutches effectively burn out. Carbon forms in the oil and your effectively killed the transmission. Often, a transmission will die within a few thousand km after experiencing 150-plus degree heat.