4r100 TC locking problem. Fixed!!!
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Joined: Dec 2012
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From: Las Cruces New Mexico
4r100 TC locking problem. Fixed!!!
I installed the new TC on Friday, it kinda of worked but im having problems with it locking up on 3rd gear, I got to let go of the fuel pedal for it to actually lock?
If its like the e4od all brake lights work including the 3rd light on the roof. No codes, no OD flashing or any funny shifting either(AE scanned) I did the test that Mark K. has mentioned before but it starts spinning the wheels at 1700 rpm? So is it electrical or mechanical? All electrical Plugs were cleaned when I removed the tranny but did not apply dioelectric grease good? bad?
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If its like the e4od all brake lights work including the 3rd light on the roof. No codes, no OD flashing or any funny shifting either(AE scanned) I did the test that Mark K. has mentioned before but it starts spinning the wheels at 1700 rpm? So is it electrical or mechanical? All electrical Plugs were cleaned when I removed the tranny but did not apply dioelectric grease good? bad?
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Frmr Ford Trans Engr
Joined: Aug 1999
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From: SE Florida
Usually an electrical problem will set a code very quickly. Mechanical problems take longer.
Dielectric grease would have been good to apply. It can prevent corrosion down the road.
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From: Las Cruces New Mexico
The brake and accel test to verify the tc is locking. The tc should lock on 3rd gear right? Thats where the problem starts, I feel it locking and unlocking, but once I let go of the gas pedal and press it again it locks up so?
Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,731
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From: SE Florida
Do you mean the stall test? That is where you hold the brake and push to accelerator to the floor. That doesn't test anything with the converter locking.
You can try grounding the TCC circuit to see if that makes the converter lock. If it does, then the problem is in the signals the PCM is getting. If it doesn't, then you have either a bad converter, or a damaged seal on the input shaft, or a sticking valve in the pump body, or a bad TCC solenoid.
You can try grounding the TCC circuit to see if that makes the converter lock. If it does, then the problem is in the signals the PCM is getting. If it doesn't, then you have either a bad converter, or a damaged seal on the input shaft, or a sticking valve in the pump body, or a bad TCC solenoid.
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From: Las Cruces New Mexico
It was the electrical connections on the passenger side of the tranny, it was full of oil and what apeared to be water. Cleaned it real good and put a good dab of electrical grease, test drove it and worked great.
Lead Driver
Joined: Jun 2007
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From: Hampton, Maryland.
Very good to know. I am having intermittent issues with my TC locking/unlocking/locking/unlocking at certain throttle position vs.engine load and I have been thinking maybe it is something electrical.
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From: Las Cruces New Mexico
Its back again and came with vengence, oil started to leak out from the front trans seal? Im guessing it over heated, no codes, no OD light flashing, the tc wont lock up, any ideas?
7th Gear
Joined: Aug 2023
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if you are applying the brake while going down the road while on the throttle it will not lock up.. the brakes are what disengaged the torque converter . If it starts spinning at 1700 it just means you have a 1700 stall converter
Butt-Head
Joined: Apr 2004
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From: Reed Point, MT
Anyway, the torque converter clutch apply/release strategy is completely dependent on the calibration in the PCM (from 95-03, there were SEVERAL HUNDRED calibrations that operated very differently from the others). While many were very similar and crappy with no real rhyme or reason as to their terrible programming (maybe drugs were involved), some were also very decent and do not exhibit the characteristics you described.
After mid-96, most calibrations incorporated an apply strategy that would cause the torque converter clutch to apply regardless of brake pedal input once the accelerator pedal had been pressed to a certain position. A "failsafe" if you will.
Later 00-03 calibrations would not release the converter clutch with a brake pedal depression (took 'em long enough) and would actually allow multiple brake depressions for upwards of 30 seconds of actual engine braking before releasing the torque converter clutch.
Fleet Mechanic
Joined: Nov 2005
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From: North Carolina, Raleigh
I notice that on my 03... when pulling the RV and get to the top of hill/grade I am off the fuel slowing down will actually hit the OD button is not already in 3rd for the trip down.. I can tell if I need to hit the brakes for couple second or to to scrub off some speed the TQ stays locked .. after a bit when speed is around 50 and RPM is around 1700, i flip the decel button which locks TQ and energizes the EBPV to close and slow the roll down the hill.. would be a PITA to have the TQ unlock everything you hit the brakes at speeds above 35 after it locks up..
By 7.5 years later I hope he got it figured out!
Anyway, the torque converter clutch apply/release strategy is completely dependent on the calibration in the PCM (from 95-03, there were SEVERAL HUNDRED calibrations that operated very differently from the others). While many were very similar and crappy with no real rhyme or reason as to their terrible programming (maybe drugs were involved), some were also very decent and do not exhibit the characteristics you described.
After mid-96, most calibrations incorporated an apply strategy that would cause the torque converter clutch to apply regardless of brake pedal input once the accelerator pedal had been pressed to a certain position. A "failsafe" if you will.
Later 00-03 calibrations would not release the converter clutch with a brake pedal depression (took 'em long enough) and would actually allow multiple brake depressions for upwards of 30 seconds of actual engine braking before releasing the torque converter clutch.
Anyway, the torque converter clutch apply/release strategy is completely dependent on the calibration in the PCM (from 95-03, there were SEVERAL HUNDRED calibrations that operated very differently from the others). While many were very similar and crappy with no real rhyme or reason as to their terrible programming (maybe drugs were involved), some were also very decent and do not exhibit the characteristics you described.
After mid-96, most calibrations incorporated an apply strategy that would cause the torque converter clutch to apply regardless of brake pedal input once the accelerator pedal had been pressed to a certain position. A "failsafe" if you will.
Later 00-03 calibrations would not release the converter clutch with a brake pedal depression (took 'em long enough) and would actually allow multiple brake depressions for upwards of 30 seconds of actual engine braking before releasing the torque converter clutch.
5th Wheeling
Joined: Jul 2025
Posts: 44
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By 7.5 years later I hope he got it figured out!
Anyway, the torque converter clutch apply/release strategy is completely dependent on the calibration in the PCM (from 95-03, there were SEVERAL HUNDRED calibrations that operated very differently from the others). While many were very similar and crappy with no real rhyme or reason as to their terrible programming (maybe drugs were involved), some were also very decent and do not exhibit the characteristics you described.
After mid-96, most calibrations incorporated an apply strategy that would cause the torque converter clutch to apply regardless of brake pedal input once the accelerator pedal had been pressed to a certain position. A "failsafe" if you will.
Later 00-03 calibrations would not release the converter clutch with a brake pedal depression (took 'em long enough) and would actually allow multiple brake depressions for upwards of 30 seconds of actual engine braking before releasing the torque converter clutch.
Anyway, the torque converter clutch apply/release strategy is completely dependent on the calibration in the PCM (from 95-03, there were SEVERAL HUNDRED calibrations that operated very differently from the others). While many were very similar and crappy with no real rhyme or reason as to their terrible programming (maybe drugs were involved), some were also very decent and do not exhibit the characteristics you described.
After mid-96, most calibrations incorporated an apply strategy that would cause the torque converter clutch to apply regardless of brake pedal input once the accelerator pedal had been pressed to a certain position. A "failsafe" if you will.
Later 00-03 calibrations would not release the converter clutch with a brake pedal depression (took 'em long enough) and would actually allow multiple brake depressions for upwards of 30 seconds of actual engine braking before releasing the torque converter clutch.