Im about to light a match to my 2014 tradesman.

[Grams]

I don't know you, or your technical knowledge/ experience.
That said, I'll try to enlighten you to a few things that I both learned and was specifically trained germane to all things automatic transmissions at GM's state of the art facility in Deerpark, Texas on the campus of the San Jacinto College.

Fact 1) 95% of the heat generated by an automatic transmission originates in the torque converter.

Fact 2) Transmission fluid doesn't do it's job as designed until it reaches about 120 degreesF.

Fact 3) Transmission fluid breaks down and fails it's mission miserably at temps over about 240 degreesF.

Now, I live in the subtropics of Houston, By God, Texas, and, due to our brutal clime, we do not need our transmission fluid helped along in getting warm enough for the additives to do their bidding.
We need to add auxiliary coolers for the most part, so the by-pass of the thermostatic valve on the 8 speeds installed if RAM, Ford, and GM is a very wise move if one wants toe extend the life of said transmission.

As far as the exhaust pipe being in such close proximity to the trans, a heat shield is a good idea, at a stop. Moving along, the air flow does provide enough air flow to diffuse the heat, but additional protection can't hurt.

In your post, you state that you have replaced the fluid, which most folks do NOT, because they fall for the BS of "lifetime fluid". That has really enhanced the life of your unit. It also doesn't hurt that the transmission you have is of German design/manufacture (65RFE). Frankly, those are overkill in their applications and made to exacting tolerances.

We have some things in common. I was raised in Hou., grad’d from S.F. Austin H.S. ‘67. (And the Houston Post story about the Mecom Fountains in Hermann Park on South Main St. being a huge pile of soap-suds during a H.S. class grad-celebration… Yes, that was my date and me.)
I was an undergrad at San Jacinto College for two years before moving on to the U of H and Baylor where I grad’d “late” in ‘76. (should have been the class of ‘71 but life got in the way.)
I paid my way thru college and flight-school as a Toyota tech for Palm Center Toyota and Willingham Toyota (on Spencer Highway on the route to San Jac College). I grad’d (‘72) from the Gulf States Toyota Technicians school in Katy, specializing in axles and gearboxes.
I also worked as an IBEW Electrician’s Apprentice in the Sinclair Refinery at Deer Park (‘66 thru ‘68). I helped wire the cat-crackers and engineering complex in that refinery.
And, Yes, I agree…. Regular transmission-fluid / filter changes are important.

 

[Curmudgeon]

My understanding is it's a "feature" for efficiency, not longevity. There is a forum member (I really need to remember his handle) who makes a quality bypass for this on the 8-speeds that installs relatively easy and deletes this "feature".

Are you thinking of @caulk04 and his mod?

 

[SitKneelBend]

Are you thinking of @caulk04 and his mod?

I am, thank you. I keep forgetting the name and keep meaning to order one before my next drain and fill.

 

[Sherman Bird]

My understanding is it's a "feature" for efficiency, not longevity. There is a forum member (I really need to remember his handle) who makes a quality bypass for this on the 8-speeds that installs relatively easy and deletes this "feature".

Transstar sells the bypass kit for about 65 dollars. Easy-peazy to install.

 

[Adamcr68]

I am, thank you. I keep forgetting the name and keep meaning to order one before my next drain and fill.

I am going to do the same before my next fluid change, but will be going to Quick_Shifter’s shop for the work.
I have gotten a lot of help/advice on this forum, try to use vendors here whenever I can, will definitely be getting one thru Caulk04.
I thought I read on here that he had merged his design with a company, I’ll have to research before I order.

 

[Curmudgeon]

I am going to do the same before my next fluid change, but will be going to Quick_Shifter’s shop for the work.
I have gotten a lot of help/advice on this forum, try to use vendors here whenever I can, will definitely be getting one thru Caulk04.
I thought I read on here that he had merged his design with a company, I’ll have to research before I order.

Looks like @caulk04 is making his bypass available at "your.auto.huckleberry . com"
at this link: https://yourautohuckleberry.com/store/transmission-parts/8hp70-8hp75/thermal-bypass-valve/

This link is for my 2014 8-speed ZF 8HP70. Might want to verify by entering your vehicle data first.

 

[Adamcr68]

Looks like @caulk04 is making his bypass available at "your.auto.huckleberry . com"
at this link: https://yourautohuckleberry.com/store/transmission-parts/8hp70-8hp75/thermal-bypass-valve/

This link is for my 2014 8-speed ZF 8HP70. Might want to verify by entering your vehicle data first.

Thank you, I appreciate the info!
My google-fu, term stolen from @ RamDiver, is very weak.

 

[Fastlane85395]

Share a Video of the fire .

Once you got it running it should have immediately been traded.

 

[crackerjack1957]

4.8l 283 c.i. they are bulletproof

I knew a guy back in the early 70's that turned 10K on his shifts on the drag strip with that engine.
The rotation assembly was lightening & of course balanced.
Solid lifters with some hellashss valve springs.
.040 compression rings & no oil rings
The plugs would have to be changed after every race & valves adjusted.
Bearings & rings changed every year...... LoL

 

[EdGs]

Isn't the 283 Chevy the one they used to make the 302 for the late '60s Z28's???

 

[crackerjack1957]

Isn't the 283 Chevy the one they used to make the 302 for the late '60s Z28's???

Yep.....1967 to 1969
302 had a larger bore than the 283 with the same 3.00 inch stroke.

Chart below shows the engines that were used for performance.
262, 265, 305 & 307 not listed for that reason

 

[Wild one]

Isn't the 283 Chevy the one they used to make the 302 for the late '60s Z28's???

The 302 was basically a 327 with a 283 crank in it.The rod / stroke ratio was one of the reasons they'd take a pile of rpm and stay together/
Another good combo is the 377 built on a .030 over bored 400 block and the 350 crank,as it has the next best rod / stroke ratio,only downside is the siamesed cylinders which were prone to running hot and being a bit weaker

 

[Wild one]

4.8l 283 c.i. they are bulletproof

A 283 is 4.6 liters,the 4.8 is 293 cubic inches.The 4.8 has oil pump issues and i wouldn't call them bulletproof as they seize as soon as the oil pump goes out.

 

[truck2014]

I was a Transmission specialist at a Ford dealer just before opening my current shop.
I remember rebuilding a 4R100 in a 2002 F250, 7.3L Power Stroke Diesel, 4WD. The low/reverse clutch was bar-b-que'd. This truck had a goose neck trailer hitch bolted in the bed, and the owner was towing 30,000 pounds on a long gooseneck trailer.... FAR in excess of that truck's capacity.
The owner had pulled a full load over the Rocky mountains and had brake fade problems coming downhill off the mountains and was using the transmission in Manual 1st gear for engine braking, thus burning the clutch. He drove all the way back to Houston with no reverse!
The Factory Rep was called out, shown the problem, and the customer was there too, out in my work area going over the use of the truck.

The Rep said we would repair it under warranty "This time", but the further use of the truck to pull such a heavy load would effect a cancel of warranty. (The truck had only about 10,000 miles on it)
The guy flew into a rage when the rep suggested that, perhaps, an F450 would be more suitable for such heavy loads.
The guy claimed to have successfully use a Silverado 3/4 truck for the same thing, and shouted how he was going to go over to a Chevy again, yada yada.

The Rep calmly told the guy that those trucks weren't rated for such weight, either. A few months later, that very truck was in for other repairs, and I recognized it. I walked over to the work stall where it was and took a peek in the bed.... the fifth wheel was gone.

I’m surprised he made it 10k , those 4R100’s were not Fords finer moments with a transmission. I bought the early 99 Superduty 7.3 , and drove it nearly 16 years . About 14 of those years towing a fifth wheel . Didn’t do too bad until I went to a 15,500 GVWR fifth wheel . Power was just not there , but the transmission was an issue early on as far as overheating when towing . Soon as I read about the 6.0 transmission coolers I went with that in around 2005 , that cured my overheating issues .

I’m surprised the rep suggested a 450 , nothing was going to solve the transmission problem, still would be a 4R100 unless it was a later 2002 with a 6.0 Powerstroke with the 5R100 transmission which was a much better transmission, then he would of jumped out of the kettle into the fire with that motor .

On edit , actually the 6.0 didn’t show up until 2003 , I was thinking it was 2002 . Regardless the rep had no clue what he was talking about other than the 450 was more suitable for the weight , that 4R100 was still going to take a beating . Although they had improved a little with the cooling system for the transmission in 2002 , better than the 1999 4R100 .

 

[Sherman Bird]

I’m surprised he made it 10k , those 4R100’s were not Fords finer moments with a transmission. I bought the early 99 Superduty 7.3 , and drove it nearly 16 years . About 14 of those years towing a fifth wheel . Didn’t do too bad until I went to a 15,500 GVWR fifth wheel . Power was just not there , but the transmission was an issue early on as far as overheating when towing . Soon as I read about the 6.0 transmission coolers I went with that in around 2005 , that cured my overheating issues .

I’m surprised the rep suggested a 450 , nothing was going to solve the transmission problem, still would be a 4R100 unless it was a later 2002 with a 6.0 Powerstroke with the 5R100 transmission which was a much better transmission, then he would of jumped out of the kettle into the fire with that motor .

On edit , actually the 6.0 didn’t show up until 2003 , I was thinking it was 2002 . Regardless the rep had no clue what he was talking about other than the 450 was more suitable for the weight , that 4R100 was still going to take a beating . Although they had improved a little with the cooling system for the transmission in 2002 , better than the 1999 4R100 .

I merely observed and related an experience as I witnessed it. as accurately as I could remember.
Did you expect a Ford Corporate employee to recommend a competitor's truck? He certainly would have lost his job.
Funny thing. The larger chassis trucks did pretty well even with that "effete"[sic] 4R100. Heck they even had PTO's directly attached to those trannies!

 

[truck2014]

I merely observed and related an experience as I witnessed it. as accurately as I could remember.
Did you expect a Ford Corporate employee to recommend a competitor's truck? He certainly would have lost his job.
Funny thing. The larger chassis trucks did pretty well even with that "effete"[sic] 4R100. Heck they even had PTO's directly attached to those trannies!

I was surprised the rep would even honor the warranty with that abuse, probably a bit more liberal back than. I would imagine today they would have denied warranty.

I think the 4R100 was not too bad , the cooling was the big issue . I remember back then when guys were getting that transmission rebuilt by Brian’s Truck Stop in Arkansas. When he rebuilt them they were pretty bullet proof from what I read .