I have a couple questions I was hoping someone could answer on the E40D trans.
#1 When should the convertor lock up? My trans shifts to 3rd and then a lazy convertor lockup imediately follows. Is this normal? Or should it only lockup in 4th?
#2 I have read may places that driving in town with O/D ON is bad for the trans. Why exactly is that?
Thanks for any replies,
Mike
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89' F350 Crew Cab 4x4 E40D 4.10:1 Early Banks Turbo No More Trans Command - Transgo "TUGGER" 5" Stacks Bronco 33gal Tank
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Driving with the OD OFF is bad because it's slipping and generating more heat. Heat is the number 1 killer of auto trans around...
Yes it should lock up in 3rd...
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If it locks in third, why would you say it's slipping with the OD off? That does not make any sense.
It is normal to lock up in third gear right after the 2-3 shift. With the OD off the trans will stay in third, with the converter locked.
It would be bad to be in OD in the city ONLY if the trans is shifting frequently in and out of overdrive.
Meant to say that lock up is off - no lock up = slippage... Sorry about that I remember when I made this post at work I had a co-worker there wanting to talk about work related stuff and he just doesn't get it since they gave me my walking papers I don't care - I'm just skating along waiting on the date or until I find another job... So the post was sort of screwed up...
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Travis
Will Work For Diesel Fuel.
Thanks for the replies guys.
So, when should the 3rd gear convertor lockup come after the 2-3 shift? Immediately, Delayed, etc.?
Also, should you feel the convertor lockup? Seems that mine really bogs the engine when it locks up. Like it is coming too early.
If normal convertor slippage makes lot's of heat, wouldn't a C6 type trans be constantly burning up?
Mike
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89' F350 Crew Cab 4x4 E40D 4.10:1 Early Banks Turbo No More Trans Command - Transgo "TUGGER" 5" Stacks Bronco 33gal Tank
Mine is similar to yours the tc wants to lock up right after the 2-3 shift, its a pain in the butt just driving empty, let alone with 5k behind me and pulling a hill it will drop the rpms to like 1500-2000 range and the truck falls on its face. Is there any way to spread out the 2-3 shift from the tc lock up? I believe the tc is supposed to lock up something with speed 35-40 mph range.
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Allen
93 F250, regular cab, 4x4, 7.3 NA, ZF5, 3.55, 209k miles, came home 2/28/06, soon to be turbo.
92 250, regular cab, 4x4, 7.3 NA, E4OD, 3.55, 316k miles, came home 8/28/04, aluminium 16x7 wheels, 285/75/16 Sport King AT.
89 250, extended cab, 4x4, 7.3, ATS wastegated, 5" straight pipe, hand shaker, 4.10, slightly toasted, waiting for a new cab and front end, came home 12/24/04
NO. It's all in the design of the unit. The C6 is designed to work without a lockup as all Autos were before the 70's and 80's. The E4OD's doen't over heat in first and second where there is no lockup and I doen't believe they will in third and fourth unless they were already running to close to max temperature. I also thought the lockup disengaged at WOT. But I wouldn't know about this because I never drive at WOT [img]/ubbthreads/images/graemlins/biggrin.gif[/img]. I also think third gear lockup occures at differant points depending on throttle position [img]/ubbthreads/images/graemlins/shrug.gif[/img].
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'91 F250 SuperCab 4X4 Stock IDI 2 tone brown E4OD
'88 F350 Crew SRW (now parts)
'97 Aerostar 4X4 Extended 4.0
'93 Sable 3.8
'92 Taures 3.0 sold
'84 Bronco II 2.8 4 speed 4X4
'84 Ranger 2.8 2X4
'50 F-1 V8 Flathead 4-speed non syncro(bought new)
'76 Honda 250 Multi Sport(enduro)
Dounds like tou need a new switch on the IP. And a good set up. These things go bad every couple of years. The time between converter lock up and the shift should be dependant upon how hard you are pushing the truck (IP Position). That is where I would start.
Doug
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1990 F-350 Dually 4X4 CC Rebuilt Turbo and NEW 7.3L DAS engine, rebuilt rear diff, Reman E4OD Stage 1 injectors Stage 1 pump Baumann recal kit and TDC for E4OD dead trans again...
2004 F-350 4X4 CC 6.0 PSD
2004 Wilderness 320dbhs TT
I do not think that the last post went through for me..
Anyway, I would start with a new switch and adjustement on the IP. that tells how hard the truck is working and controls shift and TC lock up...
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1990 F-350 Dually 4X4 CC Rebuilt Turbo and NEW 7.3L DAS engine, rebuilt rear diff, Reman E4OD Stage 1 injectors Stage 1 pump Baumann recal kit and TDC for E4OD dead trans again...
2004 F-350 4X4 CC 6.0 PSD
2004 Wilderness 320dbhs TT
There is no consistant time of converter lockup. It depends on the vehicle, the axle ratio, vehicle load, throttle position, etc etc...
Driving in town in OD is fine on flat land. In very hilly areas, it might be a good idea to lock out OD at lower speeds to prevent excessive shifting in and out of OD. Also, in hilly areas with a load, the heavy throttle necessary to maintain speed in OD can over-stress internal components, causing part failure.
Lockup converters are made inside differently than non-lockup converters, and will slip more and develop more heat if the clutch is unlocked when it should be locked.
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1985 International rollback, 6.9L 5 speed "Li'l Big Truck"
pulling heavy loads in overdrive can cause the same damage to the OD pressure plate that happens when a regular clutch slips. On mine I started geting long very harsh shifts in and out of OD. When the center support snap ring popped off in a snow bank I had to rrebuild the tranny and found the fried OD pressure plate, along with other damaged hard parts caused by the harsh shifts.
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'91 F250 SuperCab 4X4 Stock IDI 2 tone brown E4OD
'88 F350 Crew SRW (now parts)
'97 Aerostar 4X4 Extended 4.0
'93 Sable 3.8
'92 Taures 3.0 sold
'84 Bronco II 2.8 4 speed 4X4
'84 Ranger 2.8 2X4
'50 F-1 V8 Flathead 4-speed non syncro(bought new)
'76 Honda 250 Multi Sport(enduro)
My od light doesn't flash, i have my fipl set at about .98 at idle and i think that put it around 4 at WOT, as far as i can tell with my pos meter it moves through the range fine, is there any other wats to tell if it is bad?
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Allen
93 F250, regular cab, 4x4, 7.3 NA, ZF5, 3.55, 209k miles, came home 2/28/06, soon to be turbo.
92 250, regular cab, 4x4, 7.3 NA, E4OD, 3.55, 316k miles, came home 8/28/04, aluminium 16x7 wheels, 285/75/16 Sport King AT.
89 250, extended cab, 4x4, 7.3, ATS wastegated, 5" straight pipe, hand shaker, 4.10, slightly toasted, waiting for a new cab and front end, came home 12/24/04
aaklinger - your FIPL or TPS (as some call it) is fine. It's a pot basically so if you have a good clean sweep it's good.
Now for lock up, you can feel it, it will lock up over the course of about 1-2 seconds when good. You can feel it slide right into lock up. Yes they will stay locked at WOT, trust me... I slammed WOT a lot and it did not unlock - pulled many a hill like that in third gear with the TT hitched to the back.
Two schools of thought on pulling in OD. <ul type="square">[*]1st - is it's just another gear so use it[*]2nd - puts undue stress on tranny[/list]Me I always used it like another gear and only dropped out when she would start hunting for gears in the hills/mountains. We all know how I drove and I never had a tranny issue, but then again I kept my fluid Clean, cool and changed often - used extra filters and coolers to keep her in line and I also backed off the power pedal when she shifted - let her get seated in gear fully and locked up - then pour the power on.
When the tranny is hunting for gears she's slipping which is where you heat comes from.
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Travis
Will Work For Diesel Fuel.
actually the snap ring you are talking about is a common pop off failure point the od clutches probably failed due to low line pressure when in od and lockup under load another another common failure that shopuld have also fried the torque and forward clutches
Is there any way to spread out the 2-3 shift from the tc lock up?
Yes, get a Baumann controller. You program up and down shift points as a function of speed and throttle position, what gears use TC lock and at what throttle position, line pressure.... And you can create two complete profiles. I call mine town and highway. About $500 list. http://www.becontrols.com/
I have an 84 E350 that came with a carb 460/C6. I replaced the C6 with an E4OD and a Baumann controller. I just replaced the 460 with a 1989 7.3L. So far I haven't reprogrammed the controller for the diesel, but I probably will.
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