And yet...more e4od issues...
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Junior User
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And yet...more e4od issues...
I have a 1994 f350 crew 4x4. 163k miles. Twices on the highway while cruising 65to70 mph the transmission acts like i put it in neutral then back into gear. Being that the cruise control was on, the engine revved high then actually barked the tires on the highway. It doesnt happen while accelerating, just at constant speeds on level highway. I have searched forums and am hoping that it may be the neutral switch. What do you guys think? My fluid is reddish with a slight burnt smell.
Senior User
Joined: Aug 2011
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neutral switch is just a safety. only lets truck start in P or N, too many people running themselves over i guess.
sounds like its slipping. then grabs whenever it feels like. ever done a trans service on it? drain fluid, new filter, clean pan, etc?
best input would be drop the trans pan n drain fluid. take a pic of whats in the pan, most likely a mess of friction material. mine was doing that slightly a while back, dropped pan, cleaned, new filter, n new fluid, never done it since.
sounds like its slipping. then grabs whenever it feels like. ever done a trans service on it? drain fluid, new filter, clean pan, etc?
best input would be drop the trans pan n drain fluid. take a pic of whats in the pan, most likely a mess of friction material. mine was doing that slightly a while back, dropped pan, cleaned, new filter, n new fluid, never done it since.
FTE Chapter Leader
Joined: May 2006
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From: Central Mississippi
My 94 did the same & I went full rebuild.
In my case it was both leaking capacitors in the ECU & failing PSOM & nothing mechanical. Sometimes the wiring can be the cause.
Burnt smelling fluid is usually death knell for an auto, though.
Try running codes & see if anything trans related shows up.
In my case it was both leaking capacitors in the ECU & failing PSOM & nothing mechanical. Sometimes the wiring can be the cause.
Burnt smelling fluid is usually death knell for an auto, though.
Try running codes & see if anything trans related shows up.
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to my knowledge these trucks didnt throw anything code-wise in the early and basic computer systems. minimum, and i think anyone would agree, burnt smell- change the fluid and filter. get fresh fluids in it. if you havent done it in the past 50K miles though, you might as well do a rebuild. they dont like fluid change after being a long long time since its been done.
as far as the range sensor, i have no knowledge of it. the E4OD doesnt really have a whole lot of electrical.
as far as the range sensor, i have no knowledge of it. the E4OD doesnt really have a whole lot of electrical.
Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,734
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From: SE Florida
The TRS is your problem. As it starts to wear out the internal resistance grows. The PCM can misinterpret this as you moving the shift handle to N. Since it thinks that is what you did, it obliges by shifting the trans to N.
Replace the TRS and you should be fine.
Postmaster
Joined: Aug 2005
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From: Cleveland, TN
to my knowledge these trucks didnt throw anything code-wise in the early and basic computer systems. minimum, and i think anyone would agree, burnt smell- change the fluid and filter. get fresh fluids in it. if you havent done it in the past 50K miles though, you might as well do a rebuild. they dont like fluid change after being a long long time since its been done.
as far as the range sensor, i have no knowledge of it. the E4OD doesnt really have a whole lot of electrical.
as far as the range sensor, i have no knowledge of it. the E4OD doesnt really have a whole lot of electrical.
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Can I get that in English?
Frmr Ford Trans Engr
Joined: Aug 1999
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From: SE Florida
The E4OD is shifted by two shift solenoids. Line pressure is controlled by an Electronic Pressure Control (EPC) solenoid. The torque converter is locked and unlocked by the Torque Converter Control (TCC) solenoid. It also has a Transmission Range Sensor (TRS) and the Transmission Fluid Temperature (TFT, thought it used to be called Transmission Oil Temp, or TOT) sensor. All of these are inputs or outputs of the Powertrain Control Module (PCM.)
The E4OD was Ford's first electronically controlled transmission.
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Installing sensor
So...I bought a new trs sensor and the instructions have a bunch of mumbo jumbo about pins. The plug on my transmission will plug right in. Can I just plug it in and go, or do I have to re pin it? I'd rather not change the plug if I don't have too.
Laughing Gas
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To be fair, the E4OD is about the least electronically controlled electronically controlled transmission there is. Line pressure is based on resistance, shifting is done through powering a combination of solenoids and the MPLS is basically a big multi position switch that powers the solenoids with a potentiometer on top to tell the ECU what's going on. D is basically "auto" mode where the ECU gets to choose what solenoids to power and the other setting correspond to specific solenoids being powered. There's no PWM control, nothing with frequencies, it's pretty darn simple.
Lead Driver
Joined: Jul 2007
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From: Rhode Island
Pretty mich everything you just said is wrong. The E4OD is completely useless without the electronics hooked up. You will get 4th gear in drive, and 2nd gear in manual 1/2.
The MLPS does not power the solenoids in any way. It's only connected to the computer to tell the computer which range the shifter is in. The computer then controls the E4ODs 5 solenoids to manage shifting. Even in manual 1/2 the PCM is still managing line pressure and the shift solenoids, otherwise you'd be stuck in 2nd, as mentioned.
Line pressure is not based on resistance either. It's a PWM based variable duty cycle frequency control of the EPC valve.
The E4OD is about as electronically controlled as a 4 speed can get. The only thing modern 6 speed automatics do differently, is they typically have more shift solenoids since two solenoids only have 4 different states. Modern automatics typically have 4-6 shift solenoids.
The MLPS does not power the solenoids in any way. It's only connected to the computer to tell the computer which range the shifter is in. The computer then controls the E4ODs 5 solenoids to manage shifting. Even in manual 1/2 the PCM is still managing line pressure and the shift solenoids, otherwise you'd be stuck in 2nd, as mentioned.
Line pressure is not based on resistance either. It's a PWM based variable duty cycle frequency control of the EPC valve.
The E4OD is about as electronically controlled as a 4 speed can get. The only thing modern 6 speed automatics do differently, is they typically have more shift solenoids since two solenoids only have 4 different states. Modern automatics typically have 4-6 shift solenoids.