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May 15, 2012 | 12:14 PM

#121

Shake-N-Bake

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From: Mesa AZ

Quote:

Originally Posted by snakedoc

i was looking at the wiring and it looks like all that is needed is to put 12v to the #66 pin on the pcm.
is that what the Lblue wire we have tried doing?

Correct (light blue with yellow tracer).
When the PCM senses power from that wire, it conditionally enters a high idle state. The conditions are that a PTO 4R100 is present, the vehicle is in park and brake pedal is not being depressed (foot off brake).

Last edited by Shake-N-Bake; May 15, 2012 at 12:40 PM. Reason: grammar

May 15, 2012 | 12:19 PM

#122

snakedoc

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From: AL, Reform

i guess if that wire goes to pin 66 then there is no need to dig more that dose not work.

May 15, 2012 | 12:39 PM

#123

grec-o-face

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From: South Shore, MA

Quote:

Originally Posted by Shake-N-Bake

... The conditions are that a PTO 4R100 is present... .

This allows for one more question; What tells the PCM that a "PTO 4R100" is present? The TSS? Can it be "tricked"?

(so maybe there are three questions...

)

May 15, 2012 | 12:56 PM

#124

Shake-N-Bake

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From: Mesa AZ

Quote:

Originally Posted by grec-o-face

This allows for one more question; What tells the PCM that a "PTO 4R100" is present? The TSS? Can it be "tricked"?

(so maybe there are three questions...

)

Yes, the data comes via the TSS sensor but it can't be tricked because the sensor is physically sensing the PTO gear itself, which is different from a non-PTO unit. Here is an excerpt from a different discussion on another forum regarding the F150 Lightening trucks. The tooth count is what tells the PCM if a PTO is present.

Factory_Tech Factory_Tech is offline
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A Lightning engine would twist a 4R70w in half, plan on getting a 4R100, and maybe getting the 4R100 built up a bit, at least a shift kit and maybe a complete rebuild. Also, make sure you get a Lightning version of the 4R100, there are aver 30 different models of 4R100 in any given year and only the L model will do, the other gas models aren't nearly as built as the L one. The L transmissions you could use are a 1F (1999) 1S (2000) 5X (2001 and up) do not use a 1J which was a Lightning model, it has the mechanical diode and there have been some issues with them.
The other gas models have either 3 or 4 gear planetary assemblies and the L models have 6 gear cast iron carriers, ther are other differences, but just know that not all 4R100s are created equal. If you're gonna go 4WD, you'll have to have one built, there is no gas model of 4R100 that uses the heavy parts except the PTO V-10 version and it has different linkage, case etc... which is no big deal, but it has different software for the 132 tooth PTO ring gear on the TSS, which is a very big deal. the standard TSS is programmed for a 34 tooth TSS and they just can't be swapped without very major canges in the software. Start with a Lightning model and change the output shaft and the extension housing, everything else is the same.

Hope this helps,

G
Last edited by Factory_Tech; 05-14-2002 at 02:59 AM.

The entire thread can be found here:
Trans info needed - F150online Forums

May 15, 2012 | 01:12 PM

#125

grec-o-face

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From: South Shore, MA

Good Find! But I'm bummed...

May 15, 2012 | 01:23 PM

#126

snakedoc

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From: AL, Reform

no way to trick that.
i guess i can just do it like this https://www.ford-trucks.com/forums/5...e-control.html

May 15, 2012 | 01:29 PM

#127

grec-o-face

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From: South Shore, MA

Quote:

Originally Posted by snakedoc

no way to trick that.
i guess i can just do it like this https://www.ford-trucks.com/forums/5...e-control.html

Yeah, I've already assembled the set-up, just need to "cut" it in - I was hoping to avoid cutting into the factory TPS and IVS signals.

May 15, 2012 | 01:40 PM

#128

Shake-N-Bake

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From: Mesa AZ

Quote:

Originally Posted by grec-o-face

Good Find! But I'm bummed...

Quote:

Originally Posted by snakedoc

no way to trick that....

Yep, We gave it a shot though...at least I learned a lot in the process.

To clarify....
The comment from Factory Tech that I posted earlier hints that the TSS for a PTO trans is programmed different compared to a non-PTO TSS. However, that is misleading. The TSS isn't programmed at all....it's merely a sensor. The programming is in the PCM. The TSS for a PTO trans is a different length (shorter) to accommodate the larger ring gear. 37mm vs 18.91 mm

So, this means the TSS and OSS is exactly the same sensor IF you have a non-PTO 4R100. If you have a PTO trans, then the OSS sensor is different from the TSS sensor. Make sure your parts counter guy gives you the correct part for your particular application.