yo Rog,
After all this time I just noticed that the two codes are 622 & 33. I thought that I had replied to you with the following, but it may have been for someone else here or I screwed-up.
Do self test again because Ford went from two-digit to three-digit EEC IV Self-Test codes in 1991 to service the increasing number of service codes required to support various government On-Board Diagnostic (OBD) regulations. The phase-in from two-digit to three-digit codes started in the 1991 model year.
DTC 622
Transmission Solenoid Body:
Description: The powertrain control module controls the E4OD transmission operation through four on/off solenoids and one Variable Force Solenoid. These solenoids and transmission fluid temperature sensor are housed in the transmission solenoid body assembly. All are part of the transmission solenoid body and are not serviced individually. Additionally, in 1995, the protection diodes that were on the solenoid body have been moved to the PCM. Refer to the following information for the functions of these solenoids.
The on/off solenoids operate in the following manner:
When the solenoid is off, the fluid pressure feed is blocked by a check ball. The check ball is held in place by the solenoid piston.
When the solenoid is turned on by the PCM, the piston is pulled up, releasing the check ball and allowing fluid pressure to be applied to the check valves and/or other components controlled by the solenoid.
Shift Solenoids 1 and 2:
Shift solenoids 1 and
2 provide gear selection of first through fourth gears by controlling the pressure to the three shift valves.
Shift Solenoid 1:
Symptoms: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp.
Diagnostic Trouble Codes: 617,** 618,** 619,** 621,* P0750,* P0751, P0781,** P0782,** P0783.** (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.)
Shift Solenoid 2 (SS2):
Symptoms: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp.
Diagnostic Trouble Codes: 617,** 618,** 619,**
622,*. (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.)
Possible causes:
Damaged solenoid/assembly.
Open or shorted harness (internal/external).
Damaged PCM.
...
Miesk5 Note, following is also shown in below Test
TC30 Continuous Memory DTCs 621 (SS1), 622 (SS2), 641 (SS3) and 643 (TCC) indicate that sometime during the last 80 warm-up cycles, a failure was detected in the respective shift solenoid circuit.
Possible causes:
Intermittent open/shorted harness.
Intermittent fault in shift solenoid.
Check shift solenoid wires between transmission and Powertrain Control Module (PCM).
....
Use a VOM or DVOM. Miesk5 Note, the following STO, SIG RTN in DLC are as shown in the Self-Test for Diagnostic Trouble Codes (DTC)s by my pal, BroncoJoe19;
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- Disconnect electrical connector on the speed control servo, if equipped.
- VOM/DVOM on 20 volt scale.
- Connect negative test lead to STO circuit at Data Link Connector (DLC) and meter positive test lead to B+.
- Jumper STI circuit to SIG RTN at the DLC.
- Perform Key On Engine Off Self-Test until Continuous Memory DTC have been displayed.
- VOM/DVOM will indicate less than 1.0 volt when test is complete.
- Depress and release throttle.
Does voltage increase?
Yes REMAIN in Output State DTM. GO to
TC2.
No - DEPRESS throttle to WOT and RELEASE. If STO voltage does not go high, PERFORM Pinpoint Test Step
QC1. Leave equipment hooked up.
TC2 CHECK SOLENOID ELECTRICAL OPERATION
- Key on, engine off.
- Disconnect transmission connector.
- Using a mirror, inspect both ends of the connector for damaged or pushed out pins, corrosion, loose wires, etc. Service as necessary.
- Refer to the schematic and table of this Pinpoint Test.
- /monthly_05_2012/post-3816-0-83058300-1336306965.gif">/monthly_05_2012/post-3816-0-83058300-1336306965_thumb.gif
- Test Pins 35 and 37/57
EPCPWR Application Wire Color
4.9L, 5.0L, 5.8L & 7.5L RED
- Connect VOM/DVOM positive test lead to VPWR circuit and negative test lead to solenoid circuit of the transmission vehicle harness connector.
- VOM/DVOM on 20 volt scale.
- While observing DVOM, depress and release throttle several times to cycle solenoid output ON and OFF.
Does the suspect solenoid output voltage change at least 0.5 volt?
and through and past;
TC30 CONTINUOUS MEMORY DIAGNOSTIC TROUBLE CODES (DTCS) 621/622/641/643:
VISUALLY CHECK SHIFT SOLENOID HARNESS
Continuous Memory DTCs 621 (SS1), 622 (SS2), 641 (SS3) and 643 (TCC) indicate that sometime during the last 80 warm-up cycles, a failure was detected in the respective shift solenoid circuit.
Possible causes:
- Intermittent open/shorted harness.
- Intermittent fault in shift solenoid.
- Check shift solenoid wires between transmission and Powertrain Control Module (PCM).
read more @
http://www.thedieselstop.com/faq/9497faq/maint/vra/vra06108.htm#ppttc1
But Ford goes on to refer some tests using the EEC IV Breakout box (BOB); instead of breakout box, go to the EEC CONNECTOR pin instead; or use the wiring diagrams to substitute the Solenoid Body Connector wire colors/CKT Number,
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Solenoid Body Connector Location; "...It's on the passenger side of the transmission. You'll need to remove a small heat shield (two bolts) next to the catalytic converter, and probably clean away a TON of gunk before yanking it. Ford wasn't too bright in designing the placement of this connector. The connector has a single press-in tab latching it in place, IIRC; It looks like this,
and there's only one locking tab on it technically. But if you look at the bottom of the picture, there's one of those Ford-style mechanisms that should (repeat should) separate upon pulling the connector. You may find it helpful to pinch both sides of the connector while pulling on the harness (it won't hurt the connector). The corrosion can really be a bitch to pull against. If you still can't pull it off, you may find it beneficial to use a flat-blade screwdriver and apply some leverage to it from underneath. Make sure you've got plenty of light under there to see all..."
Source: by SigEpBlue (Steve)
Solenoid Pack Connector Location; ..."I just pulled an e4od out of a 92 and that connector is VERY easy to get to if you are willing to pull your carpet. There is a very convenient access panel in the center there and it makes reaching the top and sides of the tranny very easy..."
Source: by gunterelectric226
Now, maybe you or Ron and others can correlate the vacuum readings you found to the 622 Code Symptoms: Improper gear selection?
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The 33 Code could possibly be;
332
(R,M)
EGR did not open/respond during test or if memory code, did not open intermittantly – EVR or PFE
334
(O,R,M)
EVP sensor is/was high – EVR
335
(O)
EGR feedback signal is/was out of range – EVR or PFE
336
(O,R,M)
PFE sensor signal is/was was high – ">PFE
337
(O,R,M)
EGR feedback signal is/was was high – EVR