Interesting. There are better methods though besides having a higher electronic boost levels from the TECA and that's by installing a valve body shift kit and preferably with the pump mods.

 

I 100% agree you can Build an E4OD like a Brick Outhouse, and I wouldn't be against custom Firmware for the PCM either (the OEM Firmware is already well documented) or even an AfterMarket PCM

I still think that the OP should stay in contact with his supplier since the supplier said the PCM they sent to him would not work and was wrong for his application.
Pretty sure his supplier would like to make it right since they Did Call him. It just makes sense to me ?????

 

I disagree. The factory PCM was developed by people whose job it is to program these things to make the transmission last. That's what I did for most of my 19 years at Ford.

When we did it we measured torque in the driveshaft, pressures throughout the transmission, speeds, etc. We knew EVERYTHING that was going on during a shift. We calculated how much energy each clutch absorbed during shifts. When we were done we knew that the clutches were going to survive.

 

Oh I don't question Ford and their engineers such as yourself when you worked for Ford. Your tests would be performed with OEM setups only though right,and without shift programming kits that alter the internal valve body and boost valves in the pump, along with other enlarging of holes and such,right Mark?

You wouldn't have tested them with mods such as this installed? For example;

The Installation Of Transgo's 'Tugger' Reprogramming Kit (Shift Kit For HD Hauling & Towing)

 

That is correct. We did produce a TCM for IDI Turbo engines since Ford offered that option in 1994. We did not test aftermarket mods at all.

 

Yeah, that's all I meant there, that there may be better solutions for increasing shifts and lockup pressures, from outside OEM Ford sources. Your knowledge about trans operation is second to no ones here and always awesome learning from ya. Very cool info in fact, as I always wondered myself just what the difference was between the OEM TECA's N/A to turbo that is.

 

I liked your post on the tugger upgrade.... over the years I have used kits in many transmissions to resolve issues that could not be fixed by other means and to enhance performance... mostly on older MOPAR 727 transmissions even a few C6 trannies for Diesel Towing.

I do however wonder about using an aftermarket kit to modify various components without changing the "STRATEGY LEVEL" or whatever Ford wants to call it

there is Proprietary coding in the EEC-IV that you might want to look at .... you can search "LHBH1" to get some insight on the actual coding or contact STRATEGY PLANNING & PROCESS DESIGN SECTION of FORD.... I doubt they will talk much about it.... we do have a couple of Dissemblers that can make a bit of sense of the BIN files .... as I said before the E4OD code is well documented and IF you change the Mechanical then I think you also need to change the CODE.


BTW my whole point of my previous Posts was to help Tom Resolve his issues with his OEM E4OD and not about enhancing his transmission as he didn't ask for that...

 

Mark Kovalsky .. I'm pretty sure your testing of these transmissions was much more involved than any tests that TransGo preformed..... I know that the testing we did on the Hummers was very intensive and we installed all kinds of instrumentation to preform our tests for the Military we probably had several hundred thousand dollars of sensors alone not including the Data acquisition and the signal conditioning equipment that I used.... we often had more than 32 TC's installed in a single tire, with 3 axis load cells on the hubs and similar on all other driven parts of the drive train.

pretty sure your Mock Ups had a better environment than the Field testing that I did too.
I wrote a few procedures that were NIST accepted as Standards for testing.... I'm not a Transmission Engineer but I am a Retired Electronics Instrumentation Engineer so I do know how to test Things

EDIT: BTW I still want to know why my E4OD OD cancel Lamp lights when it is low on Fluid ... it does not go into Limp mode .... just kidding I know it was a coincidence ... I think it was just a bad electrical connection on the harness that came from the engine to the under hood fuse box ... the issue has been resolved

ALSO how does one explain busted worm tracks on a Modded Tranny ?

 

BTW we haven't talked about using a different Converter that would have different stall speeds and have different lockup characteristic ....... so how would the OEM computer handle that without modification ?

 

I've seen busted worm tracks before. Overpressure is the only explanation.

The E4OD computer was completely open loop. It commanded the trans to shift gears and lock/unlock the converter. It expected that what it commanded is what happened. If you change hardware that modifies how this works for the most part the computer won't know that anything has changed. The shifts and locks/unlocks could get harsh or bumpy, but the computer won't do anything about that because it doesn't know about it.

Later transmissions had closed loop control. I had one of the early patents for closed loop control in an automatic transmission. If you're into some really dry reading, try this: Synchronous shift coordination responsive to an O/D switch in an automatic transmission. With closed loop control we had input and output speed sensors to measure the gear ratio of the trans in real time, and to measure the slip in the torque converter. This is why the E4OD on/off torque converter control changed to a PWM for the 4R100. Now we could control the PWM with feedback from the converter to control the clutch application. We also could control shift pressures in real time by watching the gear ratio change during a shift. So in the closed loop systems on later transmissions changing the hardware would be compensated by the software, up to built in limits. We set limits so that it could control high and low limit production hardware, but we did not make allowances for controlling aftermarket parts.

 

Mark Kovalsky Thanx for the link, after reading and absorbing it all makes perfect sense, and when one clicks on the Red Image button then you see the images to help put is all together ;D

and from that I see how the Controller cannot deal with aftermarket shift components very well.
and this is also why using a DRV101 to control EPC is not perfect as I had stated in other posts where I mentioned it.
BUT the DRV101 is an excellent solution on a C6 Transmission to control the Modulator but we not talking C6 here in this Thread

 

POWERTRAIN ELECTRONIC CONTROL STRATEGY BOOK

| STRATEGY LEVEL "LHBH1"


Now That ^^^^^^^ is some Really Dry Reading
But is sure gives you a great understanding of what is going on in the Computer.

 

Boy...That stuff is way over my head. I sent the rebuild factory a email and their reply was "If it's working, you are fine. If you had installed the wrong one, it would not have operated from the git-go" The transmission seems to be shifting ok so I don't know where to go from here. Maybe I need to let it be and be thankful it works after all this.

 

I was really curious as to why they would have told you it was the wrong one in the first Place ... as far as the Code on the one you got I have no Ford information on it

FOTF-12B565-AA <<== IF it follows the rest as I posted earlier ......
"The following 1994 controllers will retro-fit all models 1989 to 1993. Consult this list to locate the correct controller part number for your application."

• 7.3 Diesel F series Econoline all 50 states use #F4TZ-12B565-AA
• 7.3 Diesel F series Econoline High altitude use #F4TZ-12B565-CA
• 7.3 Diesel Super Duty all 50 states use #F4TZ-12B565-BA
• 7.3 Diesel Super Duty High altitude use #F4TZ-12B565-DA
• 7.3 Turbo Diesel F series all states all altitudes use #F4TZ-12B565-EA
• 7.3 Turbo Diesel Super Duty all states all altitudes use #F4TZ-12B565-FA

But then one would think the FOTF-12B565-EA (of course I can not find any Reference to this number either) would have been the choice with the turbo ..and as Mark said the biggest difference would be line pressure.

BUT as was also said others have added a turbo and not changed the PCM and they had no issues so I'm sure yours will be fine.

Glad it's working for you

 

If you didn't want to boost pressure mechanically using valve body and boost valve modifications, there are ways to boost electronic boost pressures too. I'm not sure if Banks still makes them (Looks like they do.Search for; Transcommand)but they used to sell them that go inline between the trans harness and solenoid pack. A much cheaper solution is to install a resistor which boosts line pressure all the time, the instructions can probably be found on the net to do this and are included in B&M shift kits too if you want to try googling for their instructions and searching for the resistor and install instructions that way.
I suggest and use the Transgo Tugger kit myself, but those are two other methods of increasing electronic line pressures, outside the TECA. I'm not recommending either (though I don't believe either to be harmful), just info.