I took my truck and had the guy that rebuilt it look at it and he said that my temp sensor to the computer was reading -40 degress. Now is there two temp sensors one to the comp and one for the gauge or just one. Also what would cause the torque convertor to jump in and put of lockup. I'm leaving for wyoming 2maro and really need to get it fixed

 

Are we talking trans, coolant, or EOT temps? The trans fluid temp sender is part of the solenoid pack.

 

Ijust replaced my converter because of similar problems anytime went into lock up got a vibtation also would jump in and out of lock up. The long I let it go the worse the vib got.new converter solved problem.good luck

 

The tranny guy said there was two coolant temp sensors and the one that read to the computer was bad. And reading -40 degres. Is there two coolant temp sensors or just the one that is in the thermostat housing

 

Only one ECT sensor in w/p housing, one EOT in hpop reservoir, and one TFT in solenoid assembly of trans, unless one was added and would be independent of the PCM.

 

Far as i know truck won't go into lock up unless its up to temp. So if the coolant temp says its cold, lock up might not work right,but thats just an opinion

 

Here is the some info on the electronic aspects of the trans. ECT is not mentioned as one of its inputs. Only IAT and TFT temp sensors used.
Transmission Electronic Control System
Electronic System Description

The powertrain control module (PCM) and its input/output network control the following transmission operations:

Shift timing.
Line pressure (shift feel).
Torque converter clutch operation.
The transmission control is separate from the engine control strategy in the PCM, although some of the input signals are shared. When determining the best operating strategy for transmission operation, the PCM uses input information from certain engine-related and driver demand-related sensors and switches.

Using all of these inputs signals, the PCM can determine when the time and conditions are right for a shift, or when to apply or release the torque converter clutch. It will also determine the best line pressure needed to optimize shift feel. To accomplish this, the PCM uses output solenoids to control transmission operation.

The following provides a brief description of each of the sensors and actuators used by the powertrain control module for transmission operation.


Throttle Position (TP) Sensor

The throttle position (TP) sensor is a potentiometer mounted on the throttle body. The TP sensor detects the position of the throttle plate and sends this information to the powertrain control module (PCM). The TP sensor is used for shift scheduling, electronic pressure control (EPC) and torque converter clutch (TCC) control.

Intake Air Temperature (IAT) Sensor

The IAT sensor is installed in the air cleaner outlet tube. The IAT sensor is used in determining electronic pressure control (EPC) pressures.

Powertrain Control Module (PCM)

The operation of the transmission is controlled by the powertrain control module (PCM). Many input sensors provide information to the PCM. The PCM then controls actuators which determine transmission operation.

Transmission Control Switch (TCS), Transmission Control Indicator Lamp (TCIL)

The transmission control switch (TCS) is a momentary control switch. When the switch is pressed, a signal is sent to the powertrain control module (PCM) to allow automatic shifts from first through fourth gears or first through third gears only. The PCM energizes the transmission control indicator lamp (TCIL) when the switch is off. The TCIL indicates OVERDRIVE cancel mode activated (lamp on) and electronic pressure control (EPC) circuit shorted (lamp flashing) or monitored sensor failure.

Power Take Off (PTO) Operation

NOTE: Once the battery has been disconnected for any repairs, the vehicle will need to be driven a couple miles in order to relearn the PTO operation.

The PTO unit is available on all vehicles equipped with 7.3L and 6.8L engines. Ford recommends the use of either a Dana or Muncie PTO units that is unique for this transmission. The PTO operates in PARK or NEUTRAL with the vehicle stationary or in REVERSE, DRIVE, 2 or 1 when the vehicle is moving. When PTO operation occurs in DRIVE fourth gear is inhibited and coast braking occurs in first, second, and third gear.

PTO Electronic Operation

During PTO operation, the powertrain control module (PCM) receives a 12-volt input signal from the PTO circuitry at pin 4 for the 6.8L engine, or pin 66 for the 7.3L engine. The PTO installer must provide this signal circuit. The PCM uses this signal to disable self diagnostics and to monitor powertrain operation during PTO usage.

The PTO installer must provide an electronic throttle kicker on 6.8L engines that increase engine speed to 1,300 rpm during PTO operation. As part of PTO operation for the 7.3L engine, the PCM automatically increases the engine speed to 1,200 rpm. An auxiliary powertrain control module may be installed in the 7.3L engine applications for PTO operation at other engine speeds.

During PTO operation, the PCM turns ON the coast clutch solenoid (CCS). This allows engine power to be transmitted through the transmission input shaft to the PTO drive gear on the coast clutch cylinder.

The PCM also operates shift solenoid SSB in the following manner during PTO operation:

P, R or N: ON (OFF without PTO)
First gear: OFF (OFF without PTO)
Second gear: ON (ON without PTO)
Third gear : ON (ON without PTO)
PTO operation can cause transmission fluid temperature to exceed the recommend maximum limit of 121°C (250°F). The failure mode logic programmed in the PCM prevents transmission damage by disabling the PTO above this limit.

PTO Hydraulic Operation

NOTE: Once the battery has been disconnected for any repairs, the vehicle will need to be driven a couple miles in order to relearn the PTO operation.

When the vehicle is equipped for PTO operation, the transmission has changes to the hydraulic passages for the 3-4 shift valve. This allows the coast clutch to be applied in P, R, or N during PTO operation.

Non-PTO versions of the transmission have a source of fluid under line pressure to the 3-4 shift valve from the manual valve (OD circuit). In PTO versions the line circuit is the source.

Non-PTO versions of the transmission have an exhaust path for the coast clutch through the REVERSE circuit. In PTO versions, a separate exhaust path for the coast clutch exists.

Due to these hydraulic features, the upper valve body, lower valve body and separator plate of the PTO versions of the transmission are unique. Refer to the parts catalog for the correct usage.

Transmission Solenoid Body Assembly

The powertrain control module (PCM) controls the transmission operation through three on/off solenoids, one pulse width modulated (PWM) shift solenoid, and one variable force solenoid. These solenoids and transmission fluid temperature (TFT) sensor are housed in the transmission solenoid body assembly. All are part of the transmission solenoid body and are not replaced individually.

Transmission Fluid Temperature (TFT) Sensor

The transmission fluid temperature (TFT) 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 TFT sensor will vary with temperature change. The powertrain control module (PCM) monitors voltage across the TFT sensor to determine the temperature of the transmission fluid. The PCM 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 PCM also uses the TFT sensor input to adjust electronic pressure control (EPC) pressure for temperature effects and to inhibit torque converter clutch (TCC) operation during the warm-up period.

Coast Clutch Solenoid (CCS)

The coast clutch solenoid (CCS) provides coast clutch control by shifting the coast clutch shift valve. The solenoid is activated by pressing the transmission control switch (TCS) or by selecting the 1 or 2 range with the transmission range selector lever. In MANUAL 1 and 2, the coast clutch is controlled by the solenoid and also hydraulically as a fail-safe to ensure engine braking. In REVERSE, the coast clutch is controlled hydraulically and the solenoid is not on. On power take-off (PTO) equipped vehicles, the CCS will also be on during PTO operation.

Torque Converter Clutch (TCC) Solenoid

The torque converter clutch (TCC) solenoid provides torque converter clutch control by shifting the converter clutch control valve to apply or release the TCC.

Electronic Pressure Control (EPC) Solenoid

CAUTION: The electronic pressure control (EPC) pressure output from the variable force solenoid is NOT adjustable. Any modification to the electronic pressure control solenoid will affect the transmission warranty.

The EPC solenoid is a variable-force solenoid. The variable-force type solenoid is an electrohydraulic actuator combining a solenoid and a regulating valve. It supplies electronic pressure control that regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and the line modulator circuits. These two pressures control clutch application pressures.

Shift Solenoids A and B

Shift solenoids A and B provide gear selection of first through fourth gears by controlling the pressure to the three shift valves.

Anti-Lock Brake Speed Sensor

The programmable speedometer/odometer module (PSOM) receives input from the rear brake anti-lock sensor. After processing the signal, the PSOM relays it to the powertrain control module (PCM) and the speed control module.

Turbine Shaft Speed (TSS) Sensor

The turbine shaft speed (TSS) sensor is a magnetic pickup that sends the powertrain control module (PCM) information on the rotation speed of the coast clutch drum. The turbine shaft speed (TSS) sensor is mounted externally on the top of the transmission case. The PCM uses the TSS sensor signals to help determine electronic pressure control (EPC) pressure, shift scheduling the torque converter clutch (TCC) operation.

Output Shaft Speed (OSS) Sensor

The output shaft speed (OSS) sensor is a magnetic pickup that provides transmission output shaft rotation speed information to the powertrain control module (PCM).

The output shaft speed (OSS) sensor is mounted externally on the top of the transmission extension housing. The PCM uses the OSS sensor signal to help determine electronic pressure control (EPC) pressure, shift scheduling and torque converter clutch (TCC) operation.

Digital Transmission Range (TR) Sensor

The digital transmission range (TR) sensor is located on the outside of the transmission at the manual lever. The sensor completes the start circuit in PARK and NEUTRAL, the back-up lamp circuit in REVERSE an a neutral sense circuit for GEM control of 4x4 low engagement. The sensor also opens/closes a set of four switches that are monitored by the powertrain control module (PCM) to determine the position of the manual lever (P, R, N, (D), 2, 1).

Accelerator Pedal (AP) Sensor—7.3L—Diesel Only

The accelerator pedal (AP) sensor is mounted on the accelerator pedal on vehicles equipped with 7.3L diesel engines. The AP sensor detects the position of the accelerator pedal and sends this information as a voltage signal to the powertrain control module (PCM). If the AP sensor or related circuits fail to operate in a normal manner, the PCM will recognize that the AP sensor signal is out of specification. The PCM will then operate the transmission at a higher line pressure to prevent transmission damage. This high line pressure causes harsh upshift and engagements.

Brake Pedal Position (BPP) Switch

The brake pedal position (BPP) switch tells the powertrain control module (PCM) when the brakes are applied. The torque converter clutch (TCC) disengages when the brakes are applied. The BPP switch closes when the brakes are applied and opens when they are released.

Camshaft Position (CMP) Sensor—7.3L DI Diesel Only

On the 7.3L DI diesel engines, the CMP sensor provides engine rpm information to the powertrain control module (PCM). This rpm input is used to determine shift scheduling and EPC pressure.

Air Conditioning (A/C) Clutch

An electromagnetic clutch is energized when the clutch cycling pressure switch closes. The switch is located on the suction accumulator/drier. The closing of the switch completes the circuit to the clutch and draws it into engagement with the compressor driveshaft. When the A/C clutch is engaged, electronic pressure control (EPC) pressure is adjusted by the PCM to compensate for additional load on the engine.

Barometric Pressure (BARO) Sensor—7.3L DI Diesel Only

The barometric pressure sensor (BARO) sensor operates similarly to the manifold absolute pressure sensor (MAP sensor). It measures barometric pressure instead of intake manifold pressure. The powertrain control module (PCM) uses the signal from the BARO sensor to determine the altitude at which the vehicle is operating. The powertrain control module (PCM) then adjusts the transmission shift schedule and EPC pressure for the altitude.

 

I would think if it was a sensor that my problem would have just up and appeared. But the torque converter jumping in and out gradually got worse the whole drive home. But there is not much i can do now im back in wyoming my buddy is going to drop my truck off at the tranny shop and they can mess with it for the next three weeks and hopefully have it fixed by the time i go home for christmas.