460 e40d gearbox
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460 e40d gearbox
Over the past year i have been trying to transplant a 1994 460 with an e40d gearbox into a 56 f100.I purchursed it as a complete unit but i don't think it was.i have had the gearbox rebuilt and the speed sensor instaled in the diff i also have changed a handfull of sensors as well.At the moment it runs well but as it is getting ready to change gears it serges and won't go into gear .When i have it on stands its like a miss.As i am in Australia we never had this combernation so nobody knows anything about it .I am also running the oringial computer witch i had checked here.I was hopping some body could help as i am at dead end
Post Fiend
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Not an expert but I think you are going to struggle with this. Without swapping in a rear axle from a `87 or later truck it is hard to see how you would get the VSS to work. Even if you did, I think you would also need to swap in a `92 or later dash cluster with wiring.
I would think your best bet would be to get a stand alone controller for the trans. There are plenty available from Baumann, TCI Auto and Compushift anong others. The only sensor needed with one of these is the TPS which you already have.
I would think your best bet would be to get a stand alone controller for the trans. There are plenty available from Baumann, TCI Auto and Compushift anong others. The only sensor needed with one of these is the TPS which you already have.
Fleet Owner
Joined: Oct 2005
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From: Kentucky
How was the speed sensor installed? I have seen some external VSS setups. There are some details to take into consideration. The pulse count per mile is different between the 8.8" and 10.25/10.5" Sterlings. There will definitely be a pulse count difference if you have an external VSS. Each of these will need to be compensated for by changing the constant in the PSOM.
As far as the miss is concerned I suggest you check the spark plug wiring as well as the routing of the wires themselves. Crossfire could be an issue. I am not certain if the 7.5L engine uses a similar firing order like the 5.8L. Hopefully you have the Data Link connector so you can plug a code reader in to check for codes and run the KOEO/KOER tests.
As far as the miss is concerned I suggest you check the spark plug wiring as well as the routing of the wires themselves. Crossfire could be an issue. I am not certain if the 7.5L engine uses a similar firing order like the 5.8L. Hopefully you have the Data Link connector so you can plug a code reader in to check for codes and run the KOEO/KOER tests.
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i have sent the computer away to be tested.i was not aware of a stand alone computer for the auto.What is in the instrument cluster that i would need .Would i then have to buy a computer for the engine.I installed the tone wheel into a 9 inch and set the sensor up on the out side of the carrier .
Post Fiend
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The OptiShift Transmission Control System This is an example of a stand alone computer. Needs no sensor input other than TPS. You would keep the stock computer for running the engine.
Fleet Owner
Joined: Oct 2005
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From: Kentucky
i have sent the computer away to be tested.i was not aware of a stand alone computer for the auto.What is in the instrument cluster that i would need .Would i then have to buy a computer for the engine.I installed the tone wheel into a 9 inch and set the sensor up on the out side of the carrier .
Prior to 1992 Ford used a VSS signal from the transmission/transfer case for this purpose. At the same time there was a sensor in the rear differential providing the same type information for the Rear anti-lock brakes (RABS) module. Somebody finally figured out the signal from the rear sensor (now called the VSS) can be used to provide both circuits vehicle speed information. Unfortunately the pulses per mile signal outputs were significantly different between the two. This is how the PSOM came into the picture. It takes the rear mounted VSS signal then divides it down to a signal (8000 pulses/mile) for use with the PCM speed input signal and drive the speed/odometer.
You can use the VSS signal from your aftermarket sensor to feed the PSOM input. The calibration constant can be programmed into the box, but will require the factory cluster for the readout and I/O functions.
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would i still need to use the sensor in the diff with optishift controler i would to thank you guys for your help
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Post Fiend
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You just need to hook up the throttle position sensor to it.
Check out the controllers from tciauto.com and compushift.com also to compare.
However guys here who have the Baumann seem to love it.
Check out the controllers from tciauto.com and compushift.com also to compare.
However guys here who have the Baumann seem to love it.
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From: Graniteville
I run the Baumann on my 90 F250 with a carbed 460. It's easy to use and hook up. Programming the shift points, converter lockup, and line pressure is done with a laptop computer. The controller handles shifts by comparing the vehicle speed and the tps signal. Simply put, LOW vehicle speed and a HIGH tps signal and it holds the tranny in gear longer (or downshifts), the higher the speed and lower tps signal and it upshifts. The range of settings on the VSS and the TPS are programmable for a wide range of combinations. It also has other wiring for neutral safety switch, 4wd, different shift patterns (add a dash switch), but you only need to wire those in if you want/need the function. Otherwise its just the tps and vss wiring to be hooked up and adjust the parameters for the shifts you want in the computer.
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