I have a 1990 Ford Bronco with a 351 and e40d Transmission. My problem is that i am running 2300 rpm's at 55 mph in overdrive. The transmission shifts fine for the most part, really smooth, no hard shifts. My question is, could the torque converter be causing it to run the high rpm's. Im trying to avoid a rebuild, but will do it if it is necessary. Also there is a humming noise coming from the area of the transmission after you shut the vehicle off. Any help would be appreciated!!
transmission trouble e40d
- Thread starter migraine
- Start date
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yo MIGRAINE;
this is the same as your other post here @ http://broncozone.com/topic/22487-rpm-question/page__p__117328#entry117328
Did you ever do a Self Test for Diagnostic Trouble Codes (DTC)s ?
this is the same as your other post here @ http://broncozone.com/topic/22487-rpm-question/page__p__117328#entry117328
Did you ever do a Self Test for Diagnostic Trouble Codes (DTC)s ?
yo migraine.
11 System pass in KOEO & KOER
Was this code found in KOEO mode?
and following Codes in KOER?
or was it DTC 12?; can't control engine RPM, high RPM; vacuum leak, TB base idle off, idle air valve dirty or bad, EGR stuck open. Check the IAC valve port in TB for Sludge; Suspect throttle body coking.
Source: by miesk5
21 in KOEO & KOER; Engine Coolant Temperature (ECT) Sensor out of self test range 0.3 to 3.7 volts.
DTC 21 ECT out of self test range 0.3 to 3.7 volts; ECT is bad, engine not warmed up, bad thermostat, low coolant..Coolant is less than 50 deg F for KOEO, or less than 180 deg F for KOER, or greater than 250 deg F for either. If coolant temp is in proper range, suspect ECT sensor or it's connector/wiring.
Location pic in a 90 5.8
Source: by Seattle FSB (SeattleFSB) at SuperMotors.net
Testing; "..."But due to its simplicity of design, the ECT is rarely at fault when problems occur. Before testing the ECT or any other EFI component perform a self-test, trouble codes received during test can be used as a diagnostic tool along with other indicators. To test an ECT sensor you will need a volt meter. You can test the ECT by back probing the harness while reading the voltage returning to the EEC. Or you can removing the connector completely and test the resistance between the 2 pins on the ECT..." READ MORE
Source: by Ryan M (Fireguy50) at http://oldfuelinjection.com/?p=28
34 in KOEO & KOER; EVP circuit above the closed limit of 0.67 volts. or EVP circuit has intermittently failed above the closed limit of 0.67 volts
===========
DTC 34 - EGR voltage above closed limit - Failed sensor, carbon between EGR pintle valve and seat holding the valve off its seat. Remove the EGR valve and clean it with carbon remover. Prior to re-installing see if you can blow air through the ****** side of the EGR by mouth. the egr is not closing properly which can cause detonation. remove the egr and clean off any carbon built up on it with carb cleaner and a brush if necessary.
Source: by miesk5 at Ford Bronco Zone Forums
DTC 34 "...in Key On Engine Off (KOEO) or Engine Running (KOER) Self-Test indicates that the EGR valve and/or EGR Valve Position (EVP) sensor may not be fully seated in the closed position. The EVP sensor voltage is greater than the closed limit voltage of 0.67 volt. Because of the preload on the installed EVP sensor, it is very difficult to determine whether the EGR valve is seated or the EVP sensor is in contact with the EGR valve stem..."
Source: by rla2005 (Randy) via miesk5 at Ford Bronco Zone Forums
More Info/test LINKs in my site @ http://www.broncolinks.com/index.php?index=415
===========
DTC 44 (KOER); Thermactor Air Injection system inoperative (Right side); "...I had a similar issue that turned out to be the vacuum line to the Thermactor Air Bypass Valve. No CEL, just a code; 1. First check that the two vacuum lines are connected to the Vacuum Reservoir (coffee can) and the resevoir is in good repair with no leaks on the bottom. Frequently the can leaks or the vacuum lines are accidentally knocked off. Check the vacuum hose to the bottom of the Bypass Valve. Check the vacuum hose to the Diverter Valve. Check the vacuum hoses to the TAB/TAD Solenoids. Then check your TAB/TAD Solenoids. These are common easy to miss problems. Once these are ruled out all that is left is: Thermactor Air Supply Hoses. One-way Check Valves. Main TAB/TAD Valves..."
Source: by Seattle FSB (SeattleFSB)
System Parts Break-Out Diagram in a 5.8
Thermactor Air Bypass Solenoid (TAB, AIRB, AM1) w/Pink vacuum line & Air Bypass Valve (AIR BPV)
Location pic in a 90 5.8
&
Thermactor Air Diverter Solenoid (TAD, AIRD, AM2) w/Yellow vacuum line & Air Diverter Valve or Air Control Valve (ACV) Location pic in a 90 5.8
Source: by SeattleFSB (Seattle FSB) at SuperMotors.net
==========
Try this
Idle Air Control (IAC); also called, Idle Air Bypass (IAB), Idle Speed Control (ISC), Throttle Bypass Air, Idle Bypass, Inlet Air Controller, Inlet Air Bypass, Intake Air Bypass, Intake Air Control
Idle or Noise Problems & Troubleshooting; including HIGH IDLE Conditions; "...For high idle problems, try unplugging the IAC motor. If the idle drops, its usually due to an input signal to the computer which results in the computer raising the idle speed. If this is the case, look at all of the computer inputs to make sure everything is up to par. If the engine RPM does not drop when the IAC motor is disconnected, then either the IAC motor is not functioning properly, or, there is a vacuum leak in the engine. Stop the engine, remove the IAC motor and block off the passages. Restart the engine to see if there is any change in engine RPM. An idle speed higher than base idle specs indicates a vacuum leak. If the engine RPM is at base idle specs, then the IAC motor is bad. Resistance specs are 7-13 ohms. A good resistance reading does not necessarily mean that the IAC motor is good. Occasionally, an IAC motor will become weak, and will actually bypass too much air, causing a high idle condition even though everything else is operating properly..." READ MORE
Source: by Mike N via Joe D at http://web.archive.org/web/20100919152357/http://carquest.com/common/downloads/partsTechEnginett3q00.CQ.pdf
slow to load, Click Impatent?
11 System pass in KOEO & KOER
Was this code found in KOEO mode?
and following Codes in KOER?
or was it DTC 12?; can't control engine RPM, high RPM; vacuum leak, TB base idle off, idle air valve dirty or bad, EGR stuck open. Check the IAC valve port in TB for Sludge; Suspect throttle body coking.
Source: by miesk5
21 in KOEO & KOER; Engine Coolant Temperature (ECT) Sensor out of self test range 0.3 to 3.7 volts.
DTC 21 ECT out of self test range 0.3 to 3.7 volts; ECT is bad, engine not warmed up, bad thermostat, low coolant..Coolant is less than 50 deg F for KOEO, or less than 180 deg F for KOER, or greater than 250 deg F for either. If coolant temp is in proper range, suspect ECT sensor or it's connector/wiring.
Location pic in a 90 5.8
Source: by Seattle FSB (SeattleFSB) at SuperMotors.net
Testing; "..."But due to its simplicity of design, the ECT is rarely at fault when problems occur. Before testing the ECT or any other EFI component perform a self-test, trouble codes received during test can be used as a diagnostic tool along with other indicators. To test an ECT sensor you will need a volt meter. You can test the ECT by back probing the harness while reading the voltage returning to the EEC. Or you can removing the connector completely and test the resistance between the 2 pins on the ECT..." READ MORE
Source: by Ryan M (Fireguy50) at http://oldfuelinjection.com/?p=28
34 in KOEO & KOER; EVP circuit above the closed limit of 0.67 volts. or EVP circuit has intermittently failed above the closed limit of 0.67 volts
===========
DTC 34 - EGR voltage above closed limit - Failed sensor, carbon between EGR pintle valve and seat holding the valve off its seat. Remove the EGR valve and clean it with carbon remover. Prior to re-installing see if you can blow air through the ****** side of the EGR by mouth. the egr is not closing properly which can cause detonation. remove the egr and clean off any carbon built up on it with carb cleaner and a brush if necessary.
Source: by miesk5 at Ford Bronco Zone Forums
DTC 34 "...in Key On Engine Off (KOEO) or Engine Running (KOER) Self-Test indicates that the EGR valve and/or EGR Valve Position (EVP) sensor may not be fully seated in the closed position. The EVP sensor voltage is greater than the closed limit voltage of 0.67 volt. Because of the preload on the installed EVP sensor, it is very difficult to determine whether the EGR valve is seated or the EVP sensor is in contact with the EGR valve stem..."
Source: by rla2005 (Randy) via miesk5 at Ford Bronco Zone Forums
More Info/test LINKs in my site @ http://www.broncolinks.com/index.php?index=415
===========
DTC 44 (KOER); Thermactor Air Injection system inoperative (Right side); "...I had a similar issue that turned out to be the vacuum line to the Thermactor Air Bypass Valve. No CEL, just a code; 1. First check that the two vacuum lines are connected to the Vacuum Reservoir (coffee can) and the resevoir is in good repair with no leaks on the bottom. Frequently the can leaks or the vacuum lines are accidentally knocked off. Check the vacuum hose to the bottom of the Bypass Valve. Check the vacuum hose to the Diverter Valve. Check the vacuum hoses to the TAB/TAD Solenoids. Then check your TAB/TAD Solenoids. These are common easy to miss problems. Once these are ruled out all that is left is: Thermactor Air Supply Hoses. One-way Check Valves. Main TAB/TAD Valves..."
Source: by Seattle FSB (SeattleFSB)
System Parts Break-Out Diagram in a 5.8
Thermactor Air Bypass Solenoid (TAB, AIRB, AM1) w/Pink vacuum line & Air Bypass Valve (AIR BPV)
Location pic in a 90 5.8
&
Thermactor Air Diverter Solenoid (TAD, AIRD, AM2) w/Yellow vacuum line & Air Diverter Valve or Air Control Valve (ACV) Location pic in a 90 5.8
Source: by SeattleFSB (Seattle FSB) at SuperMotors.net
==========
Try this
Idle Air Control (IAC); also called, Idle Air Bypass (IAB), Idle Speed Control (ISC), Throttle Bypass Air, Idle Bypass, Inlet Air Controller, Inlet Air Bypass, Intake Air Bypass, Intake Air Control
Idle or Noise Problems & Troubleshooting; including HIGH IDLE Conditions; "...For high idle problems, try unplugging the IAC motor. If the idle drops, its usually due to an input signal to the computer which results in the computer raising the idle speed. If this is the case, look at all of the computer inputs to make sure everything is up to par. If the engine RPM does not drop when the IAC motor is disconnected, then either the IAC motor is not functioning properly, or, there is a vacuum leak in the engine. Stop the engine, remove the IAC motor and block off the passages. Restart the engine to see if there is any change in engine RPM. An idle speed higher than base idle specs indicates a vacuum leak. If the engine RPM is at base idle specs, then the IAC motor is bad. Resistance specs are 7-13 ohms. A good resistance reading does not necessarily mean that the IAC motor is good. Occasionally, an IAC motor will become weak, and will actually bypass too much air, causing a high idle condition even though everything else is operating properly..." READ MORE
Source: by Mike N via Joe D at http://web.archive.org/web/20100919152357/http://carquest.com/common/downloads/partsTechEnginett3q00.CQ.pdf
slow to load, Click Impatent?
yo,
ok.. Try the sefft test again, because with Codee 11, no other codes should come up in KOEO
For that IAC test; iggie it or try the first part ( unplugging) if you have time
Limp Mode; "...a throttle position sensor should use most of the rotating range of the Throttle Position Sensor (TPS). Also, please make sure that a small amount of the sensor's travel is being used at idle. You will want a TPS voltage at idle of at least xxxx volts. This is done to allow the *** to detect problems with the TP sensor. For instance, if the sensor becomes disconnected or the linkage falls off, the TPS voltage will fall below the set idle threshold. If the TPS voltage goes below the idle threshold, the TCS assumes that the TPS is bad and will switch to failsafe line pressure and default shift points. This is done to prevent damage to the transmission from low line pressure and will provide a safe limp home mode..." miesk5 NOTE, I deleted some non-applicable info; see other TPS Test & Info Links
in my site @ http://www.broncolinks.com/index.php?index=137
If the TPS signal does not correspond to other sensor inputs that can be used to measure engine load, the PCM may set a fault code. Then again, it might not. It all depends on the self-diagnostic strategy, how sensitive it is to faults and how easily the PCM can detect problems.
Throttle Position Sensor (TPS) Test, Operational Description, Connector Pin-Out Diagrams & Parameters
Source: by Ryan M (Fireguy50) at http://oldfuelinjection.com/?p=30
==============
Back to your other post;
was Check Fluid Level and Condition checked?
E4OD APPLICATIONS SHIFT SPEEDS
APPROXIMATE* MPH[*(1) Nominal shift speed at sea level is shown. Actual shift speed will depend on tire brand, size and axle ratio. Refer to Automatic Transmission Special Specification Bulletin FPS-12180-96 for actual speeds.
D is the same as (D) with the transmission control switch actuated (light on).
With the vehicle in OVERDRIVE (fourth gear), depress the transmission control switch. The transmission should downshift to third gear. Remove foot from accelerator pedal; engine braking should occur.
Press accelerator pedal to floor (wide-open throttle). Transmission should shift from 3rd to 2nd gear, or 3rd to 1st depending on vehicle speed. Torque converter clutch should disengage and then reapply.
With vehicle (D) range above 80 km/h (50 mph) and less than half throttle, move the transmission gearshift selector lever from (D) range to manual 2 range and remove foot from accelerator pedal. The transmission should immediately downshift into second gear. With the vehicle remaining in manual 2 range, move transmission gearshift selector lever into manual 1 range, and release accelerator pedal. Transmission should downshift into 1st gear at speeds BELOW 48-56 km/h (30-35 mph).
If transmission fails to upshift/downshift or torque converter clutch does not apply and release, refer to Diagnosis by Symptom Index under Diagnosis by Symptom in the Diagnosis and Testingportion of this section for concern diagnosis.
Torque Converter Operation Test
This test verifies the torque converter clutch control system and the torque converter are operating properly.
Perform Quick Test as stated in the Powertrain Control/Emissions Diagnosis Manual OBDI or OBDII. Connect a tachometer to the engine.
Bring engine to normal operating temperature by driving the vehicle at highway speeds for approximately 15 minutes in (D) range.
After normal operating temperatures are reached, maintain a constant vehicle speed of about 80 km/h (50 mph), and tap the brake pedal (2455) with the left foot.
Engine rpm should increase when the brake pedal is tapped, and decrease about five seconds after the brake pedal is released. If this does not occur, refer to Torque Converter Operation Concerns in the Diagnosis by Symptom Index under Diagnosis by Symptom in the Diagnosis and Testing portion of this section.
If the vehicle stalls in (D) at idle with the vehicle at a stop, move the gearshift selector lever to the manual 1 position. If the vehicle stalls, the cause may be the converter control valve in the pump. Service as required. If the vehicle doesn't stall in manual 1, refer to the Electrical Diagnosis in the Powertrain Control/Emissions Diagnosis Manual OBDI or OBDII for powertrain control module (PCM) (12A650) and Vehicle Harness Diagnosis.
ok.. Try the sefft test again, because with Codee 11, no other codes should come up in KOEO
For that IAC test; iggie it or try the first part ( unplugging) if you have time
Limp Mode; "...a throttle position sensor should use most of the rotating range of the Throttle Position Sensor (TPS). Also, please make sure that a small amount of the sensor's travel is being used at idle. You will want a TPS voltage at idle of at least xxxx volts. This is done to allow the *** to detect problems with the TP sensor. For instance, if the sensor becomes disconnected or the linkage falls off, the TPS voltage will fall below the set idle threshold. If the TPS voltage goes below the idle threshold, the TCS assumes that the TPS is bad and will switch to failsafe line pressure and default shift points. This is done to prevent damage to the transmission from low line pressure and will provide a safe limp home mode..." miesk5 NOTE, I deleted some non-applicable info; see other TPS Test & Info Links
in my site @ http://www.broncolinks.com/index.php?index=137
If the TPS signal does not correspond to other sensor inputs that can be used to measure engine load, the PCM may set a fault code. Then again, it might not. It all depends on the self-diagnostic strategy, how sensitive it is to faults and how easily the PCM can detect problems.
Throttle Position Sensor (TPS) Test, Operational Description, Connector Pin-Out Diagrams & Parameters
Source: by Ryan M (Fireguy50) at http://oldfuelinjection.com/?p=30
==============
Back to your other post;
was Check Fluid Level and Condition checked?
E4OD APPLICATIONS SHIFT SPEEDS
APPROXIMATE* MPH[*(1) Nominal shift speed at sea level is shown. Actual shift speed will depend on tire brand, size and axle ratio. Refer to Automatic Transmission Special Specification Bulletin FPS-12180-96 for actual speeds.
D is the same as (D) with the transmission control switch actuated (light on).
With the vehicle in OVERDRIVE (fourth gear), depress the transmission control switch. The transmission should downshift to third gear. Remove foot from accelerator pedal; engine braking should occur.
Press accelerator pedal to floor (wide-open throttle). Transmission should shift from 3rd to 2nd gear, or 3rd to 1st depending on vehicle speed. Torque converter clutch should disengage and then reapply.
With vehicle (D) range above 80 km/h (50 mph) and less than half throttle, move the transmission gearshift selector lever from (D) range to manual 2 range and remove foot from accelerator pedal. The transmission should immediately downshift into second gear. With the vehicle remaining in manual 2 range, move transmission gearshift selector lever into manual 1 range, and release accelerator pedal. Transmission should downshift into 1st gear at speeds BELOW 48-56 km/h (30-35 mph).
If transmission fails to upshift/downshift or torque converter clutch does not apply and release, refer to Diagnosis by Symptom Index under Diagnosis by Symptom in the Diagnosis and Testingportion of this section for concern diagnosis.
Torque Converter Operation Test
This test verifies the torque converter clutch control system and the torque converter are operating properly.
Perform Quick Test as stated in the Powertrain Control/Emissions Diagnosis Manual OBDI or OBDII. Connect a tachometer to the engine.
Bring engine to normal operating temperature by driving the vehicle at highway speeds for approximately 15 minutes in (D) range.
After normal operating temperatures are reached, maintain a constant vehicle speed of about 80 km/h (50 mph), and tap the brake pedal (2455) with the left foot.
Engine rpm should increase when the brake pedal is tapped, and decrease about five seconds after the brake pedal is released. If this does not occur, refer to Torque Converter Operation Concerns in the Diagnosis by Symptom Index under Diagnosis by Symptom in the Diagnosis and Testing portion of this section.
If the vehicle stalls in (D) at idle with the vehicle at a stop, move the gearshift selector lever to the manual 1 position. If the vehicle stalls, the cause may be the converter control valve in the pump. Service as required. If the vehicle doesn't stall in manual 1, refer to the Electrical Diagnosis in the Powertrain Control/Emissions Diagnosis Manual OBDI or OBDII for powertrain control module (PCM) (12A650) and Vehicle Harness Diagnosis.
yo, My 4th and last attempt today to post this;
Are Brake Lights working properly?
Any mods such as back-up beeper or camera or bulb swap to LEDs?
... because;
E4OD Torque Converter Lockup Disengagement; "...I was living with the torque converter unlocking with the R/H turn signal. And low and behold after I changed the L/H brake/turn signal bulb the torque converter stopped unlocking with the R/H turn signal. Don't ask me but it did fix it..." by Mike G & Miesk5
E4OD Brake On/Off (BOO) Switch 13480: The brake on/off switch tells the powertrain control module when the brakes are applied. The switch is closed when the brakes are applied and open when they are released. The PCM uses this signal to disengage torque converter clutch when brake is applied. Failed on or not connected — Torque converter clutch will not engage at less than 1/3 throttle.
Hesitation, tip-in surge, engine pinging, no torque converter lockup. "Check Engine" light on. Inspect Throttle Position Sensor (TPS) for the proper operation and adjust voltages when necessary. Check for corrosion on connectors..."; MIESK5 Note, Throttle tip-in is ratio of pressure on the gas pedal to percentage of total acceleration; or simply as, when the throttle is depressed
Does this seem to apply?
Delayed Initial Engagement of 10-20 Seconds Due to Converter Excessive Fluid Drainback TSB 90-18-11 for 89-90 Bronco, E & F Series
Source: by Ford via Chilton http://content.chiltonsonline.com/TSB/displayTSBHandler.ashx?assetID=35928&key=6kAUBD5BruOJf%2f3tgozUqjXM3RdbjcQqW4sVWiE%2fp2IojfpfKqM07dr61%2bQAWHtTHID83tUKKp4dJNHF%2bKPSIkUKG8Foe8m49oBd8J%2btwUeaR95StQlaqaSEGN8vrBEl0FEAdzGuEGt16Zbktij2gA%3d%3d
Torque Converter Cleaning & Replacement Guidelines TSB 96-26-12 for 85-96
Source: by Ford via thedieselstop.com http://www.thedieselstop.com/faq/9497faq/tsb/tsb/files/962612.pdf
Are Brake Lights working properly?
Any mods such as back-up beeper or camera or bulb swap to LEDs?
... because;
E4OD Torque Converter Lockup Disengagement; "...I was living with the torque converter unlocking with the R/H turn signal. And low and behold after I changed the L/H brake/turn signal bulb the torque converter stopped unlocking with the R/H turn signal. Don't ask me but it did fix it..." by Mike G & Miesk5
E4OD Brake On/Off (BOO) Switch 13480: The brake on/off switch tells the powertrain control module when the brakes are applied. The switch is closed when the brakes are applied and open when they are released. The PCM uses this signal to disengage torque converter clutch when brake is applied. Failed on or not connected — Torque converter clutch will not engage at less than 1/3 throttle.
Hesitation, tip-in surge, engine pinging, no torque converter lockup. "Check Engine" light on. Inspect Throttle Position Sensor (TPS) for the proper operation and adjust voltages when necessary. Check for corrosion on connectors..."; MIESK5 Note, Throttle tip-in is ratio of pressure on the gas pedal to percentage of total acceleration; or simply as, when the throttle is depressed
Does this seem to apply?
Delayed Initial Engagement of 10-20 Seconds Due to Converter Excessive Fluid Drainback TSB 90-18-11 for 89-90 Bronco, E & F Series
Source: by Ford via Chilton http://content.chiltonsonline.com/TSB/displayTSBHandler.ashx?assetID=35928&key=6kAUBD5BruOJf%2f3tgozUqjXM3RdbjcQqW4sVWiE%2fp2IojfpfKqM07dr61%2bQAWHtTHID83tUKKp4dJNHF%2bKPSIkUKG8Foe8m49oBd8J%2btwUeaR95StQlaqaSEGN8vrBEl0FEAdzGuEGt16Zbktij2gA%3d%3d
Torque Converter Cleaning & Replacement Guidelines TSB 96-26-12 for 85-96
Source: by Ford via thedieselstop.com http://www.thedieselstop.com/faq/9497faq/tsb/tsb/files/962612.pdf
yo,
ok, so now we are @:
"After normal operating temperatures are reached, maintain a constant vehicle speed of about 80 km/h (50 mph), and tap the brake pedal (2455) with the left foot.
Engine rpm should increase when the brake pedal is tapped, and decrease about five seconds after the brake pedal is released. If this does not occur, refer to Torque Converter Operation Concerns in the Diagnosis by Symptom Index under Diagnosis by Symptom in the Diagnosis and Testing portion of this section.."
So since you did this and Nothing happened;
then we are @ Torque Converter Operation Concerns in the Diagnosis by Symptom Index under Diagnosis by Symptom in the Diagnosis and Testing portion of this section
This will be what a Ford Service tech or a vg tranny shop will do: you can do the self-evident DIY, simple checks & testing, esp for fluid level and the sensor testing for;
throttle position sensor (TPS) Test, Location, Operation, etc;
see my site @ http://www.broncolinks.com/index.php?index=137
Any Ford E4OD regardless of gas or diesel will not lock the converter until the coolant temp reaches 100 degrees. The transmission fluid temperature sensor is located on the solenoid body assembly in the transmission sump. It is a temperature-sensitive device called a thermistor. The resistance value of the transmission fluid temperature sensor will vary with temperature change. The powertrain control module monitors voltage across the transmission fluid temperature sensor to determine the temperature of the transmission fluid. The powertrain control module uses this signal to determine whether a cold start shift schedule is necessary. The cold start shift schedule lowers shift speeds to allow for the reduced performance of cold engine operation. The powertrain control module also uses the transmission fluid temperature sensor input to adjust electronic pressure control pressure for temperature effects and inhibit torque converter clutch operation during the warm-up period..."
Source: by miesk5
Manual Lever Position (MLPS) (also called Transmission Range (TR) Sensor)
see my site @ http://www.broncolinks.com/index.php?index=846
Read this;
"E4OD Nagging Neutral Nonsense & Pinpoint Test, Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor. "...One of the most-difficult problems to diagnose on a Ford car or truck is a sudden neutral condition while the vehicle is cruising in 4th gear. Now this can have a number of causes, depending on which transmission is in the car or truck, but the cause we are going to discuss here is that #(~! *&A% Manual Lever Position Sensor – that’s right, the old MLPS. This sensor is responsible for more malfunctions than any other sensor in the system, and the kicker is that it seldom stores a code 67 or 634. Actually there is a standing joke in our industry that says, “You got a problem with a Ford, change the MLPS; it fixes everything,” which ain’t that funny because it’s not that far from the truth. Some of the problems the MLPS can cause are wrong gear starts, TCC hunting, no 4th gear, engine stalling, high or erratic line pressure and the problem that this article is about – a sudden neutral condition. Whether the MLPS is attached to an E4OD, AXODE, AODE or CD4E, the operating characteristics are the same. What that means is the MLPS is classified as a step-down resistor. READ MORE... by Pete L at http://www.transonline.com/transdigest/magazines/1998-10/Shift%20Pointers/index.html
212 ELECTRICAL ROUTINE
Powertrain Control System Perform Shift Point Road Test and Torque Converter Operation Tests.
Vehicle wiring harnesses, powertrain control module, electrical inputs/outputs, throttle position sensor, transmission fluid temperature sensor, shift solenoid 1, shift solenoid 2, transmission range sensor, torque converter solenoid
Run On-Board Diagnostics. Refer to PC/ED Manual for diagnosis. Perform Service Manual Pinpoint Tests A, B, C, D using Rotunda Transmission Tester 007-00085, Cable and Overlay 007-00107 and the Transmission Range (TR) Sensor Cable "B" (MLPS Manual Lever Position Sensor Cable) 007-00086 or equivalents as outlined in this section. Service as required. Clear codes, road test and rerun On-Board Diagnostics.
With Speed Control "ON"
Torque converter cycling
Shift cycling (3-4 / 4-3 shifts)
Re-evaluate with Speed Control OFF or depress transmission control switch (overdrive cancelled). If condition still exists, proceed with diagnosis.
312 HYDRAULIC/MECHANICAL ROUTINE
Fluid
Improper level
Adjust fluid to proper level.
Filter Assembly and Seal
Plugged, damaged
Inspect filter assembly and seal for damage. Service as required.
Filter seal damaged
Main Control
Valves, accumulators, damaged, stuck
Inspect for damage. Service as required.
Bolts not tightened to specification
Retighten bolts to specification.
Gaskets damaged
Inspect for damage and replace.
Wrong parts used in rebuild
Verify that proper parts were used.
Torque Converter Clutch Refer to Torque Converter Cycling (No. 342).
For further diagnosis for timing issues, refer to Reference/Action Refer to the following shift routine(s) for further diagnosis
Shift Concerns: No 3-4 Shift (Automatic) Possible Component Reference/Action
222 � ELECTRICAL ROUTINE
Powertrain Control System
Electrical inputs/outputs, vehicle wiring harnesses, powertrain control module, throttle position sensor, vehicle speed sensor, shift solenoid 1, shift solenoid 2
Run On-Board Diagnostics. Refer to Powertrain Control/Emissions Diagnosis Manual for diagnosis. Perform Service Manual Pinpoint Test A using Rotunda Transmission Tester 007-00085 and Cable and Overlay 007-00107 or equivalents as outlined in this section. Service as required. Clear codes, road test and rerun On-Board Diagnostics.
322 HYDRAULIC/MECHANICAL ROUTINE
Main Controls
Bolts not tightened to specification
Retighten bolts to specification.
Gaskets damaged or misaligned
Inspect for damage and replace.
Shift solenoid 1, shift solenoid 2 malfunction
Refer to Electrical Routine No. 222.
Overdrive accumulator regulator valve and spring, 3-4 shift valve and spring damaged, stuck, misassembled, missing
Inspect for damage. Service as required.
Improper components used in rebuild
Verify that proper components were used in the rebuild
Overdrive Clutch Assembly
Assembly
Air check clutch assembly as outlined in this section.
Clutch plates burnt, missing
Inspect for damage. Service as required.
Cylinder damaged
Inspect for damage. Service as required.
Feedbolts loose, missing, leaking, seals damaged
Install new feedbolts and tighten to specifications.
Cylinder check ball missing
Inspect for damage. Service as required.
Overdrive One-Way Clutch Assembly
Damaged
Inspect for damage. Service as required.
Overdrive Planet Assembly
Damaged
Inspect for damage. Service as required.
ok, so now we are @:
"After normal operating temperatures are reached, maintain a constant vehicle speed of about 80 km/h (50 mph), and tap the brake pedal (2455) with the left foot.
Engine rpm should increase when the brake pedal is tapped, and decrease about five seconds after the brake pedal is released. If this does not occur, refer to Torque Converter Operation Concerns in the Diagnosis by Symptom Index under Diagnosis by Symptom in the Diagnosis and Testing portion of this section.."
So since you did this and Nothing happened;
then we are @ Torque Converter Operation Concerns in the Diagnosis by Symptom Index under Diagnosis by Symptom in the Diagnosis and Testing portion of this section
This will be what a Ford Service tech or a vg tranny shop will do: you can do the self-evident DIY, simple checks & testing, esp for fluid level and the sensor testing for;
throttle position sensor (TPS) Test, Location, Operation, etc;
see my site @ http://www.broncolinks.com/index.php?index=137
Any Ford E4OD regardless of gas or diesel will not lock the converter until the coolant temp reaches 100 degrees. The transmission fluid temperature sensor is located on the solenoid body assembly in the transmission sump. It is a temperature-sensitive device called a thermistor. The resistance value of the transmission fluid temperature sensor will vary with temperature change. The powertrain control module monitors voltage across the transmission fluid temperature sensor to determine the temperature of the transmission fluid. The powertrain control module uses this signal to determine whether a cold start shift schedule is necessary. The cold start shift schedule lowers shift speeds to allow for the reduced performance of cold engine operation. The powertrain control module also uses the transmission fluid temperature sensor input to adjust electronic pressure control pressure for temperature effects and inhibit torque converter clutch operation during the warm-up period..."
Source: by miesk5
Manual Lever Position (MLPS) (also called Transmission Range (TR) Sensor)
see my site @ http://www.broncolinks.com/index.php?index=846
Read this;
"E4OD Nagging Neutral Nonsense & Pinpoint Test, Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor. "...One of the most-difficult problems to diagnose on a Ford car or truck is a sudden neutral condition while the vehicle is cruising in 4th gear. Now this can have a number of causes, depending on which transmission is in the car or truck, but the cause we are going to discuss here is that #(~! *&A% Manual Lever Position Sensor – that’s right, the old MLPS. This sensor is responsible for more malfunctions than any other sensor in the system, and the kicker is that it seldom stores a code 67 or 634. Actually there is a standing joke in our industry that says, “You got a problem with a Ford, change the MLPS; it fixes everything,” which ain’t that funny because it’s not that far from the truth. Some of the problems the MLPS can cause are wrong gear starts, TCC hunting, no 4th gear, engine stalling, high or erratic line pressure and the problem that this article is about – a sudden neutral condition. Whether the MLPS is attached to an E4OD, AXODE, AODE or CD4E, the operating characteristics are the same. What that means is the MLPS is classified as a step-down resistor. READ MORE... by Pete L at http://www.transonline.com/transdigest/magazines/1998-10/Shift%20Pointers/index.html
212 ELECTRICAL ROUTINE
Powertrain Control System Perform Shift Point Road Test and Torque Converter Operation Tests.
Vehicle wiring harnesses, powertrain control module, electrical inputs/outputs, throttle position sensor, transmission fluid temperature sensor, shift solenoid 1, shift solenoid 2, transmission range sensor, torque converter solenoid
Run On-Board Diagnostics. Refer to PC/ED Manual for diagnosis. Perform Service Manual Pinpoint Tests A, B, C, D using Rotunda Transmission Tester 007-00085, Cable and Overlay 007-00107 and the Transmission Range (TR) Sensor Cable "B" (MLPS Manual Lever Position Sensor Cable) 007-00086 or equivalents as outlined in this section. Service as required. Clear codes, road test and rerun On-Board Diagnostics.
With Speed Control "ON"
Torque converter cycling
Shift cycling (3-4 / 4-3 shifts)
Re-evaluate with Speed Control OFF or depress transmission control switch (overdrive cancelled). If condition still exists, proceed with diagnosis.
312 HYDRAULIC/MECHANICAL ROUTINE
Fluid
Improper level
Adjust fluid to proper level.
Filter Assembly and Seal
Plugged, damaged
Inspect filter assembly and seal for damage. Service as required.
Filter seal damaged
Main Control
Valves, accumulators, damaged, stuck
Inspect for damage. Service as required.
Bolts not tightened to specification
Retighten bolts to specification.
Gaskets damaged
Inspect for damage and replace.
Wrong parts used in rebuild
Verify that proper parts were used.
Torque Converter Clutch Refer to Torque Converter Cycling (No. 342).
For further diagnosis for timing issues, refer to Reference/Action Refer to the following shift routine(s) for further diagnosis
Shift Concerns: No 3-4 Shift (Automatic) Possible Component Reference/Action
222 � ELECTRICAL ROUTINE
Powertrain Control System
Electrical inputs/outputs, vehicle wiring harnesses, powertrain control module, throttle position sensor, vehicle speed sensor, shift solenoid 1, shift solenoid 2
Run On-Board Diagnostics. Refer to Powertrain Control/Emissions Diagnosis Manual for diagnosis. Perform Service Manual Pinpoint Test A using Rotunda Transmission Tester 007-00085 and Cable and Overlay 007-00107 or equivalents as outlined in this section. Service as required. Clear codes, road test and rerun On-Board Diagnostics.
322 HYDRAULIC/MECHANICAL ROUTINE
Main Controls
Bolts not tightened to specification
Retighten bolts to specification.
Gaskets damaged or misaligned
Inspect for damage and replace.
Shift solenoid 1, shift solenoid 2 malfunction
Refer to Electrical Routine No. 222.
Overdrive accumulator regulator valve and spring, 3-4 shift valve and spring damaged, stuck, misassembled, missing
Inspect for damage. Service as required.
Improper components used in rebuild
Verify that proper components were used in the rebuild
Overdrive Clutch Assembly
Assembly
Air check clutch assembly as outlined in this section.
Clutch plates burnt, missing
Inspect for damage. Service as required.
Cylinder damaged
Inspect for damage. Service as required.
Feedbolts loose, missing, leaking, seals damaged
Install new feedbolts and tighten to specifications.
Cylinder check ball missing
Inspect for damage. Service as required.
Overdrive One-Way Clutch Assembly
Damaged
Inspect for damage. Service as required.
Overdrive Planet Assembly
Damaged
Inspect for damage. Service as required.
