I have a '93 F150 302 with a E4OD. The stock rear axle with 4:33 gears blew apart. I installed a 9'' with 3:00 plan on changing gears but using these for now and just left the ABS unplugged. The trans shifted from reverse to drive a few times but acted as if it was in drive or OD, it could barely move. I thought maybe rearend gears were too high, but this is way more than that. Could the electronic sensor be seeing the rear axle as going extremely fast and staying in OD since the sensor was not plugged in? Currently in park it fights the parking pawl and tries to go forward. Reverse, it fights reverse by trying to go forward , neutral position and all forward gears it doesn't shift, it will move forward but acts like it's in a very high gear. It just seems like it is in OD due to the speed it goes while on jacks. The neutral safety switch works and it only starts in the park or neutral positions even though it wants to go. The transmission worked prior to the ring and pinion breaking. I tried unplugging the Neutral safety switch to clean the pins but no change. Is the ABS switch the problem? I've worked on auto transmissions but never one that is electronic. Thanks.
Transmission Description
The E4OD transmission is a fully automatic, electronically controlled, four-speed unit with a torque converter clutch. The main operating components of the E4OD transmission include a torque converter clutch, six multiple-disc friction clutches, one band, one sprag one-way clutch and two roller one-way clutches that provide for the desired function of three planetary gear sets.
Transmission gear selection in the (D) range and converter clutch operation is controlled by the powertrain control module (PCM) (12A650). Operating conditions are relayed to powertrain control module by various sensors throughout the vehicle. The powertrain control module compares these conditions with electronically stored parameters and logically determines how the transmission should operate.
A torque converter (7902) couples the engine to the transmission gearset via the input shaft (7017) and the torque converter impeller hub. The impeller hub provides engine rpm to the positive displacement pump. The flow from the pump is proportional to engine rpm, and excess pump capacity is exhausted back to the pump inlet.
The input shaft transfers power into the transmission gearset. The power input is controlled by the application of the torque converter clutch, which is scheduled through the powertrain control module.
The application of the piston plate effectively replaces the hydraulic coupling between the converter cover and the turbine with a mechanical coupling between the converter cover and the turbine hub. This mechanical coupling helps improve fuel economy and wide-open throttle performance by eliminating converter slip.
Transmission shift selection and torque converter clutch operation are controlled by the PCM. They are calibrated to provide the optimal transmission state. This state is commanded to the transmission solenoid body.
In the (D) range, automatic operation of all four gears is possible. The transmission control switch, located on the vehicle's shift lever disables overdrive operation and enables automatic operation through the first three gears. Whenever the ignition switch is turned on, the vehicle will automatically provide overdrive operation regardless of the switch position the last time the vehicle was running.
Manual gear selection is available in the 1 and 2 range. Second gear is commanded when the gearshift selector lever is in the 2 range and when downshifted into the 1 range at speeds above approximately 56 km/h (35 mph) (for diesel 48 km/h [30 mph]). First gear is commanded in the 1 range at start-ups and when downshifted into 1 range below approximately 56 km/h (35 mph) (for diesel 48 km/h [30 mph]). Any reference to intermediate brake drum or direct clutch cylinder are one and the same.
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I think this is your problem:
Programmable Speedometer/Odometer Module (PSOM):
Description: The programmable speedometer/odometer module receives input from the rear brake anti-lock sensor, which is mounted on the rear axle differential housing. The PSOM processes this input signal information and relays it to the powertrain control module and the speed control module. This signal tells the powertrain control module the vehicle speed in miles per hour (mph). Used as an input in determining shift scheduling and electronic pressure control.
Symptoms: Harsh engagements, firm shift feel, abnormal shift schedule, unexpected downshifts may occur at closed throttle, abnormal torque converter clutch operation or engages only at wide-open throttle (WOT). May flash transmission control indicator lamp.
Diagnostic Trouble Codes: 452, P0500, P1500, P1501, P0503
Drive no ABS!)
1990 FORD F250 TRANS E4OD REVERSE IS NEUTRAL,NEUTRAL IS FORWARD,HAVE NO REVERSE AND NO NEUTRAL.
SOURCE: Hi,
The weld on the manual lever is known to break loose. First, with the wheels off the ground, with the lever in the park position, does the drive shaft lock in park? If yes or no sometimes, drop the trans pan. I bet the nut on the lever camd loose.
SOURCE: The 5r55e automatic transmission would
My guess is the cable needs adjustment on the shifter.. seems to have slipped maybe a loosened hold down bolt..these have to be precise, good luck!!!
SOURCE: 2000 ford explorer 5r55E stuck in second gear and all gear positions
It sounds like the linkages have let go. If this is the case, then drive it to a repairer straight away. If you turn the vehicle off you might not get it started again.
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Your answer helped solve part of the problem. I took out the fuse for the ABS and speed control. It still starts in park or neutral but is in first gear instead of OD. When shifted into OD/D , 2 , 1 all in proper gear. When shifted into reverse it is in both forward and reverse gears and they are fighting each other. Neutral it starts but is in 1st gear. Like I said, some progress was made. Any additional ideas? Thanks
Yes the abs sensor is connected. The trans stays in a forward gear at all times. When in reverse it fights being in reverse and 1st gear. When in park it is in 1st gear and fights the parking pawl. Is there a way to test the electronic solenoids? How much fluid should be in the pan when it is removed?
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