WOW--what a difference this unit makes! Hubby installed it yesterday, and it sure works as they claim. We had a steep grade we tried our rig/trailer on trying to see how it would do in the Appalachians. The torque convertor kept locking up too soon and we could barely make the hill. Tried the same hill with rig/trailer after this was installed and walaa--we made it at 45mph! Well worth the money. We did not buy the whole system as it was costly and we weren't sure it would work. We have the engine unit coming once the factory makes it for us, and expect that will increase hp as well. We didn't expect better mileage, just better performance and that it does! Eventually we will get the exhaust and air filter as well. Super happy this worked so well.
Hubby is a Ford mechanic and it is the torque convertor locking up too quickly. The Banks unit allows it to shift at appropriate load/pull. We have a V10 and it is quite powerful. If it was the engine, once this unit was put in, it would not have pulled faster and better up the grades--it was the transmission locking in too soon. The newer models have been improved. Banks did their homework and their unit works wonders. Pulling a 34' MH fully loaded w/trailer and Escape behind going up a steep grade at 45/50 is not bad, at least, we don't think that is anything to complain about.
I'm assuming you are talking about the Banks Transcommand. Basically it just firms up the shift points for the E4OD or 4R100.
I have a friend that owns a Trany shop, he recommends this for every hardworking E4OD or 4R100 (and he isn't a Banks dealer). When he had the owner of the local ambulance firm do this, their trany failure rate fell to almost nothing.
2008 F350SD V10 with an 2012 Arctic Fox 29-5E When someone tells you to buy the same rig they own, listen, they might be right. When they tell you to buy a different rig then they own, really pay attention, they probably know something you don't.
The 1st owner of our first rig, added the full Banks system. A little 98, with the first year V10 99 Chassis, T28 Bounder.
It is all I ever knew, the unit with the Banks. But, his comment was it made the just OK 275HP a very fun unit to drive.
He lost the first trans on a trip thru Canada. Said that the 'Old Timer' that was helping them from where it was towed into, told them it would take two days to get the torque converter, and the one day to finish the install. He complained a bit, commenting that back just about an hour away, he passed a large Ford truck dealer, and asked if he could borrow the garages truck to run up and pick up the torque converter. He smiled when the told me the response of the Old Time Mechanic. Sir, if you want a stock torque converter, I'll arrange to have your RV towed to that dealer. He then turned his back on him, and walked over to work on another car.
He realized the Old Timer was trying to 'tell him something'. Later, when the new converter was in the shop, the Old Timer called him over to look at it compared to the bad unit sitting next to it. Though he could not see all that the Old Timer told him - he did learn that the After Market Converter the Old Timer had ordered, was a much heavier duty unit. By itself, it had a more 'positive' shift. But he commented with the Banks, that it should be very nice. He commented it was the weak link of the newer F53, and once it was replaced once - you were good to go for the distance... He put in synthetic fluid, and told him to go in and have it flushed with pump of the converter, every 40K, and he would not would never have trans problems. He also, without really asking, just sort of did it, added a trans temp pick up and gauge on the dash. Telling him on the long grades of the Rockies, after much 3rd to 2nd to 3rd jumping that the four speed V10 combo does, to watch his temps, and keep in in 2nd when it got above a little red mark he put on the face of the gauge.
The last comment this Old Time made to the 1st owner, is that if you are going to keep this rig for the long haul, and travel in the mountains the bulk of the time. To get a Gear Vendor, as the V10 with the Banks systems, would climb any hill in the split gear between 2nd and 3rd - it would be the sweet spot.
The first owner did tell me, and this gent was a retired Air Force Sargent, that when this Old Time was talking to him - it made him feel like he was a kid back in Boot Camp!.
No, he did not have a Gear Vendor installed, but I agree it would have been a sweet gear ratio for climbing...
That trans had another 85K on it when we sold the unit, with two flushes as directed by the Old Timer....
OP - I think the Trans Command is a winner. The Old Timer Mechanic apparently did too. Next time you service the trans, consider the pumping of the torque converter, and a switch to synthetic. I also had good results with the Scan Gauge I added, which I believe now can be adapted to include a Trans Temp reading (not positive on this, but think I've read this). If you do lose this transmission in the future, be sure to check into a Heavy Duty AM replacement, of Heavy Duty one from Ford, which I bet has them available too. If this is a long term keeper for you, consider looking for a used Gear Vendor, and set this up for those long hill climbs ahead... Also, if a keeper, look for used Banks Headers, or others, as that era V10 does respond well to easier back end breathing.
I have a '99 F250 SD 4x4 V10 auto. I bought it in 2000. The original owner had the truck outfitted for hauling horse trailers. Banks RamAir, headers, TransCommand module and Big Dog exhaust. This summer was the first true test, towing our New-to-us 5er. The only times that I was doing 45 up hills was due to lack of speed before hitting the hill or behind someone else slow in front. The only thing different from when I got the truck is an OEM muffler (the banks burned out last year). Lowest mpg 7.3 nominal was 8.2-8.6 with a high of 9.2 (long down-hills in PA). I just wish I had the 3V version ogf the V10.