6.4L Upgrades and Aftermarket - EngineUpgrading and adding aftermarket equipment to your 2008 Super Duty truck with 6.4L Power Stroke diesel engine. Please confine discussion of topics in this forum to those items that are specific to the 6.4L Power Stroke engine.
So all you have to do is go under your dash by the parking brake... find the PTO (what does PTO stand for) wire, which is yellow/green, and then butt connect it to one of the Upfitter switches and you are done??? did i get that right?
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2008 F350 CC Lariat 4x4 LOADED!
ZeroOne I think your right! It's a misprint.
Every post I've read has had the same result with the BCP wire.
Starts at around 900 rpm.
So, I decided this morning to try it right after start up.
It did for the first time, run up to about 1250 rpms.
Then it slowly lowered down to 900 rpms.
So my next question is. If I added a potentiometer for the BCP wiring setup, and had it set at 1200 rpms. Does the transmission commands run the same as the instruction say on the Ford Bulletin for PTO wiring because of the rpm value.
(IE) Lock torque converter ect.
I would think it wouldn't therefore the purpose of both wiring setups but not sure.
"Not wanting to put any extra wear on the transmission than neccessary".
Heres what the Bulletin says.
Typical SEIC Sequence for TorqShift™ PTO:
Initiating SEIC by applying battery voltage to the SEIC-PTO wire immediately commands the PCM to first look for
enabling conditions, such as vehicle gearshift selector in PARK, engine at base idle speed of about 650 rpm, etc.
A complete list of enablers is provided in the "SEIC Enable/Disable Conditions" section of this bulletin. Once
enablers are satisfied then the following takes place:
1. Command is sent to boost hydraulic line pressure in the transmission about 20-30 psi, which is used by the
aftermarket PTO supplier to hold their PTO clutch.
2. Command is sent to use a unique torque converter lock-up schedule for stationary PTO.
3. Command is sent to increase engine speed to 1200 rpm default, or a target speed using a resistor.
4. The low-side driver circuit changes from open-circuit to ground. If the up-fitter uses the circuit wiring offered
in this bulletin then this will provide battery voltage to the aftermarket PTO solenoid to engage the PTO.
5. Engine speed increases to the target, the torque converter locks at 1200 rpm, and hydraulic line pressure
increases with engine speed to a maximum of 150 psi at 1200 rpm.
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'08 F-350 Lariat CC Gold 4x4 Diesel
<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: 2008TTCC</div><div class="ubbcode-body">So all you have to do is go under your dash by the parking brake... find the PTO (what does PTO stand for) wire, which is yellow/green, and then butt connect it to one of the Upfitter switches and you are done??? did i get that right? </div></div>
You got it! Don't forget to set your parking brake and have the truck in Park.
PTO stands for Power Take-Off, which basically allows you to run hydraulic equipment off of the transmission. Built into the PCM is the PTO strategy for idling up the engine and preparing the transmission.
<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: Realtyman</div><div class="ubbcode-body">So my next question is. If I added a potentiometer for the BCP wiring setup, and had it set at 1200 rpms. Does the transmission commands run the same as the instruction say on the Ford Bulletin for PTO wiring because of the rpm value.
(IE) Lock torque converter ect.
I would think it wouldn't therefore the purpose of both wiring setups but not sure.
"Not wanting to put any extra wear on the transmission than neccessary".
</div></div>
Are you reading QVM Bulletin: Q-162?
My understanding is that the PTO_RPM (orange/yellow) only works with the PTO strategy. The BCP has its own automatic idle strategy based on battery voltage and current draw. BCP also does not lock up the torque converter, to my knowledge.
While it's true that the document specifies 1200rpm as the minimum threshold for the TorqShift to lock up in PTO operation, I doubt that it does so automatically based on RPM alone. The BCP strategy will allow for rpm's from 900 to around 2400rpm, but that doesnt necessarily mean that the TC locks up as it passes 1200rpm.
As for added transmission wear, I cannot answer that with anything other than an opinion. It's definitely a valid concern and I'd like to know as well. It looks like it just boosts line pressure by 20-30psi and locks the torque converter.
<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: ZeroOne</div><div class="ubbcode-body"> Can't wait to hear the answer you get.</div></div>
Got my return phone call today!
As I expected. There's no way to do what I want.
You either have PTO with torque converter kicked in, or BCP that doesn't have a way to add a potentiometer for a constant rpm.
Ford employee from the electrical dept. did say he was going to bring it up at their next meeting to see if someone else knows of a solution.
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'08 F-350 Lariat CC Gold 4x4 Diesel
Well I never heard back from ford. Not that I really expected to.
I wired the PTO wire today and when the rpm's get to 1200, after a second or two you can hear the engine pull down a little just like when a torque converter locks up.
So I decided to just run it up to 1200 sitting still in park to see how it acted.
It does the same thing as in SEIC except the tach pulls down to about 1150 or so instead of staying put at 1200 by the PCM.
So I'm wondering, does the torque converter just automatically lock up at 1200 rpm's or what?
The ford guy I talked to didn't know.
Is there any other ford guys or ford guru's out there that know?
Calling all techy's !
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'08 F-350 Lariat CC Gold 4x4 Diesel
<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: Realtyman</div><div class="ubbcode-body">So I'm wondering, does the torque converter just automatically lock up at 1200 rpm's or what?
</div></div>
I'm no expert, but, I'm pretty sure the computer controls the locking of the torque converter and does so at different RPMs. Isn't it unlocked at higher RPM's while driving, depending on what you're doing, (like taking off from a light)?
ZeroOne your right about the PCM controlling, but I remember reading on here several years ago a post that described the characteristics of the torque converter process, and the factors.
I haven't found it yet.
But I remember it had to do with where rpms were, what gear you were in and I was thinking one other thing.
Maybe constant speed for a certain period of time recognized by the PCM.
But I can't remember for sure. I do remember though that It locked up only in the higher gears like 3 and 4.
So when you slowed down and it shifted from 3 to 2 the torque converter would unlock and not lock back up until you entered into that gear higher gear again.
I know the PCM has a learning ability to learn your driving habits and shifting points based off of accelerator position, ect.
And it is designed to improve wear, keeping the tranny from gear hunting and also fuel economy.
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'08 F-350 Lariat CC Gold 4x4 Diesel
Im no tech but there is no reason to have the converter locked if all you want is high idle. The reason it locks it is for running a pto pump. If it did not and the pump had a load the converter could slip and if your running it for hours you will ruin your converter fast.
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08 F-450, RED/MEDIUM FLINT, CC, LB, LARIET, 4X4, NAV, REAR DVD, BACK UP CAMERA, CAPTAINS CHAIRS, B&W GOOSE NECK HITCH, FIFTH WHEEL COMPANION, WOLF LINER, 90 GALLON TRANSFER TANK, TRAIN HORNS, REAR AIR BAGS.
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Hi all, new to this forum found it on the powerstroke forum. Anyways I did this mod without the upfitter switches, I had to use the purple wire(ignition hot-in run) and and the yellow/green seic wire run to a switch for my high idle. I looked for those upfitter wires forever till I called ford and realized that since I didnt have the upfitter switches i didnt have the wires. Anyways i wanted to ask you guys something about what the guy at the ford body builder service dept told me, which was in order to prevent diesel coking and wet stacking you needed to get your idle up to 1300 rpm. I guess in order to do this you need a potentiometer. Anyone know where to get a potentiometer for an auto, I have found several on the net but the were for other applications and wouldnt work. Thanks for any help
You do not need a potentiometer to set an idle higher than the default 1,200 RPM in SEIC mode, you only need a resistor, available from Radio Shack and others. A potentiometer allows you to adjust the SEIC idle speed to whatever you want at the time, useful if you're actually running a PTO.
If you only want a fixed RPM other than the default 1,200 RPM there is a resistor ohm value to RPM chart in the 2009 Body Builders Layout Book (pg 342) that will let you select the resistor value to set the RPM you want. Pg 343 has the wiring diagram showing the selected resistor connected between PTO_VREF (white/brown) and PTO_RPM (green) for fixed RPM use.
Per the poorly formatted copy of the chart below, a 22K ohm resistor will set 1,320 RPM.
Hey thanks for all that info. Im a bit confused though. Can I still use the setup I have now being the purple/ignition hot wire to the seic/yellow green wire or do i have to use the resistor with the pto_vref and pto_rpm. Id like to just add the resistor in conjunction with my current setup and switch but i also dont want to screw anything up. Thanks again for trhat chart
Quote:
Originally Posted by wp6529
You do not need a potentiometer to set an idle higher than the default 1,200 RPM in SEIC mode, you only need a resistor, available from Radio Shack and others. A potentiometer allows you to adjust the SEIC idle speed to whatever you want at the time, useful if you're actually running a PTO.
If you only want a fixed RPM other than the default 1,200 RPM there is a resistor ohm value to RPM chart in the 2009 Body Builders Layout Book (pg 342) that will let you select the resistor value to set the RPM you want. Pg 343 has the wiring diagram showing the selected resistor connected between PTO_VREF (white/brown) and PTO_RPM (green) for fixed RPM use.
Per the poorly formatted copy of the chart below, a 22K ohm resistor will set 1,320 RPM.
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