I have an E4OD behind my EFI 434 'M' block in my '53 F100, and I have an E4OD behind the carb'ed 302 in my '83 F100. I use a Baumann Controller to control the shifts, but I only have one Baumann. I swap it between vehicle as I need it.

I am building a DIY controller that I'll use in one vehicle and keep the Baumann permanently in the other.

The questions that I have are:

When is the EPC Solenoid energized?

Is SS1 for 1st gear?

is SS2 for 2nd gear?

Does energizing CCS lockup the torque converter?

When does TCC get energized?

How does the trans get into 3rd & 4th gear?

I am monitoring the Transmission Range Select, and the Transmission Speed Sensor, as well as the TPS, and I have a table for the shift points. I only need to find out which solenoids are energized for each gear.

 

Whenever the controller is powered. There is A LOT more you need to ask about this solenoid.
No.
No.
No, it engages the coast clutch. That's why it is called the Coast Clutch Solenoid.
When the torque converter is locked. That's why it is called the Torque Converter Clutch solenoid.
By using SS1 and SS2.
No, you need a lot more than that.

How are you going to control EPC? That is Electronic Pressure Control. A large part of the stock PCM is devoted to getting the right pressure at the right time inside the transmission. The PCM controls the EPC solenoid to get the proper pressures. Too little pressure and the trans slips and it toasted. Too much pressure and all the shifts slam, and sometimes hard parts break.

This chart should help:
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Mark,

That chart is just what I need.

I suppose that I need a Digital-to-Analog converter to drive the EPC.

What does it take to drive the EPC? Volts/Current?

 

It's a current controlled device.

 

I can control current through a fixed resistance by controlling voltage.
I = E/R.

I have some EPC control curves, that start at Current = 110 @ TPS = 0, and go down to Current = 0 @ TPS = WOT. Is that in milliAmps? 110 Amps would take a large cable.

 

Yes, that's milliamps. It takes 1 amp max.

That curve might work. In the production software TPS isn't used to set pressure other than during a shift, and then it's an adder to the basic pressure, which is based on engine torque.

 

That's the curve that Baumann uses. Their controller doesn't have access to engine torque. It ony gets TPS, Output RPM, & Fluid Temperature.

The Baumann uses Alpha-N control, and that's similar to the old T/V cable.

The controller Sinks current from the EPC. I need a circuit to control the path to ground.

is there a curve for Fluid Temperature?

 

Yes, but it isn't linear. I don't have the specific one, but in general pressures go up below about 0°F and start to rise above 220°F. That is to compensate for thick fluid cold and additional internal leakage hot. The pressure changes are not huge.

 

Do you have a transfer function for the Fluid Temperature Sensor?

 

Not anymore. I had that when I was at Ford, but it didn't belong to me so I left it there.

You can make one yourself fairly easy. Measure the resistance of the sensor after it's been in your freezer for a while, at room temperature, and after heating in the oven to about 220°F. Three points will give you a good enough transfer function.

 

Where is the sensor located? Do I have to take the trans apart to get to it?

Maybe I could by one at a local Auto Store.

 

It's on the valve body inside the pan. A new one is $15-$20 and most auto parts stores should have one.

 

I'm still waiting for some parts for my DIY Transmission Controller. I have the CPU and some of the code written. I could be testing it by the end of the month. It looks do-able.

 

It is definitely doable. There is just a lot to do. Keep us posted on how it's working!

 

Mark,

I think that I missed something. I assumed that the Transmission Clutch Control was a Solenoid, but now I believe that it is Voltage or Current controlled, and will require a DAC output not a switch.

Is it current controlled like the EPC, or does it require a variable Voltage?