Lincoln Continental and MKZ PTU

[Bluezone]

I was looking through the Lincoln parts available for our transmission. I came across something interesting.
Anyhow the PTU is a much different design from ours. From looks of it comes with included Cooling to the PTU. It's a so much more robust design from the looks and from application. These cars had available active rear differentials. So they would be heavier built to supply a great proportion of power going to the rdu.
But before you start jumping the gun to try and locate one of these, know the following. A different rear differential would be required. I'm guessing you could use the standard Continental and MKZ rear diff. Unfortunately it looks like the drive shaft would be more offset. There's also that pesky exhaust interference with entire ptu. Unfortunately the EcoBoost Nano engines Mount the rear turbocharger facing the opposite way of the 3.5 L ecoboost. So the Clarence constraints are entirely different. Plus the exhaust pipe goes underneath the dashboard from looks of it.
Enjoy.

 

[BradM]

Interesting. What's the drive ratio in the MKZ PTU? Standard SHO or SHO w/PP?

 

[Bluezone]

I've got no idea what the drive ratio of the Continental or MKZ is. Our rear differential and PTU ratio is 2.93. PTU and rear differential ratio must match.
So 1:2.93 then 2.93:1

 

[BradM]

I don't believe that ratio is correct. Non-PP SHO's have the 2.77 axle and PP equipped SHO's have the 3.16 axle.

 

[Bluezone]

The PTU is geared directly off the front differential. Whatever the front differential turns is what the PTU takes from. Input matches front axle speed. Engine speed varies by front differential gear ratio. So they're kind of independent of each other. And yeah that's how it works. Spent a long time figuring out quite a few of the ins and outs. There's even a slight gear ratio difference between the PTU and rear differential. There are reasons for that, but that would take too long to explain. We're talking about a difference in the range of
.0003

Edit: I will be a little more specific about front axle speed. The input is equal to the average of the front axle speed. In other words the rotational speed of the front differential housing itself. The front end gear ratio comes before the front differential. The front differential turns once for every (2.77 or 3.16 etc...) times the pinion gear turns.
Next, for instance if one front wheel was on solid ground and the other on ice. Then one wheel would remain stationary, depending on how much torque is available to turn it, and the other would spin. So say zero RPM on the right wheel and 100 RPM on the left wheel. The differential would be turning 50 rpm. The average speed of front axle (100 rpm÷2 wheels=50 rpm). Since the PTU is splined directly into the front differential, it would have an input of 50 rpm. The the PTU would turn the drive shaft 2.93 times that speed or 146.6 RPM. Now Ignoring the rear clutch coupling, the input to the rear differential would turn 146.6 times per minute and produce 50 rpm of average rear axle speed. Again there's a differential there so it would split if there's lack of traction on one wheel or both or cornering involved.

 

[SHOdded]

even if it physically fits, i would like to see it proven at the same power levels as on the SHO. if you just want it for stock power, should work fine, since the continental ptu is matched to 400 bhp power.

 

[Bluezone]

Okay a few more pictures of what I was actually looking for in the Lincoln side.
First up the lower transmission torque Mount is solid. There's a small bushing at the subframe end. The transmission end is solid mounted with two or three bolts. It does not Flex or pivot at the transmission. There appears to be two styles. Not sure what's up with the difference in bolt patterns. In both cases it was a all-wheel drive 6F55 transmission.
Second thing I was looking for was the automatic transmission cooler. It's mounted to the top of the transmission.
From looking at multiple pictures, the best I can surmise is that it uses the coolant Loop for the heater core. So does the coolant Loop to the different PTU. Ford in later models used the coolant to preheat the transmission fluid. This is to have more consistent transmission performance. The short version is the transmission works better with the fluid at operating temperature.
Oh one more thing. The different PTU takes just over 15 oz of gear ****. So it benefits from small an increase in oil capacity.

 

[Texas Marauder]

Oh one more thing. The different PTU takes just over 15 oz of gear ****. So it benefits from small an increase in oil capacity.

Everything I've seen says our PTU takes 0.53L(17.9-18.0 ozs). I'll admit that the first time I drained my PTU, at 30k miles, I only drained 12 ozs. Since then I have always refilled 18.0 ozs.

 

[Bluezone]

That's strange everything I've seen has indicated around 14 oz. This is from an edge but I believe it's the same PTU .
I stand corrected. I just looked in the owner's manual for my car. 14 oz.

 

[Bluezone]

Mind you I didn't know this about setting the auto high beams until I looked at the manual just now.

 

[Bluezone]

I started going over my old numbers on the PTU gear ratio and the RDU end gear ratio. I decided to apply them to the normal Sho and the performance pack. It shows a slightly higher gearing difference between the two. So a very slight gearing advantage to the non performance pack for cornering. Meaning slightly more revolutions of the rear wheel. So maybe a little more torque fed to the back wheels. A miniscule percentage though.
Picture one is the tooth count and actual gear ratio out of the PTU.
Second picture is the actual gear ratio of the rear end.
Third picture is percentage of how much lower geared the rear differential is to the ptu.
Fourth picture is the percentage of how much the input yoke to the rear differential turns faster than the drive shaft. That's if you are headed in a straight line and all wheels are exactly the same size.
The fifth picture is the normal gear ratio times the percentage difference. How much faster the rear differential turns compared to the front differential gear ratio.
The sixth picture is the performance pack gear ratio times the performance difference. Or how much faster the rear differential compares to the front differential.
Now with the Focus RS the rear end differential ratio is 1.8% or 1.018 higher than the front differential 4.06:1. Meaning 4.06÷1.018=3.9882121807:1 rear differential ratio. Now the RS can normally send about 70% of the torque to the rear differential.
Now I realize the "percentage difference" between front and rear differentials between the standard SHO and the performance pack cars should be the same. But I'm kind of wondering if the physical RPM speed differential would end up with the non-performance pack having slightly more rear torque transfer. I could be wrong. Not that I'm suggesting anyone should put very slightly larger rear wheels on their car. But a tiny speed differential might amount to more transfer of torque to the rear. Now remember the Focus RS only has a 1.9% difference between front and rear differential ratios. Yet it under normal operating mode transfers roughly 70% of the torque to the rear. Spikes have been seeing of up to 90%. All due to rear end ratio bias.
As it is I'm trying to figure out the differential code that you need to enter when you change differentials. The code is based on age and wear characteristics of each individual differential. I changed differentials recently. I installed a used differential and eventually entered the new differential code. It acted about the same with the old code and much improved with the new code. I don't have a lot of wheel spin if any now.. I went quite some time with the replacement RDU installed before updating. The early cars use a oil-filled RDU clutch. Oil thins as it ages. This is an old RDU with already thinned oil. Hard to judge how the brand new car worked with new parts. Since I haven't owned the car since new. But I'm guessing the Aging algorithm, yes it uses one, is engaging the RDU clutch as if it was fresh. Because that's what it's supposed to do. So the clutch would be engaged more firmly to overcome the thicker oil of a new unit. This is an ongoing project I haven't gotten too far yet. Warning to anyone contemplating playing with the RDU number. My research so far has turned up that Hyundai used the same system we have on certain vehicles. Read all of the following completely.
The supplier can and does Supply control units. Don't know if Ford uses their unit. I don't know if Hyundai uses their unit. What I do know is from reading through training sessions from Hyundai, is that the RDU number can only be updated five times.
Whether or not that applies to us I do not know. Tread carefully if you decide to play with this. I take no responsibility for someone's f****** up their unit and having to acquire a new control unit because they input too many number changes and it refused to take more updates. Also understand that updating the number has perils. Mainly, sometimes reprogramming can fail. Be careful.
Also understand that our RDU is a rather weak differential unit. It's only slightly stronger than the weakest Dana rear differential. Feeding too much torque into it, can **** can it. It's not just the clutch in the RDU that's limited.
Anyhow enough of my daydreaming.