I'm outside of my very small domain now. Watching and learning. I too believe your solenoid pack is functional.

 

Yes I do have a PHP Chip and it was one of the things I disconnected earlier to see if it had any effect.
Pulling it made no difference to the symptoms so in order to have the vehicle in same configuration as when issues started I reinstalled it.
Code P0603 is still showing.

Turbine Speed Sensor; there goes those 3 letter words again Duh TSS.

Won't be easy for me to get one of those quick. I'll see if Clay stocks them?
Does anyone have a Part# for this sensor?
Is there anyway I can pull it and test it?

Cheers,
Reg

 

The Turbine Speed Sensor should act the same as a proximity switch. Unplug it, remove 8mm bolt then simply pulls straight out. Set your multimeter to Ohms and insert probes to make contact. Place a metallic object in front of the sensor and the ohmic value should change.

 

If you have 4X4 there is actually two of those sensors on the 4r100. They perform different inputs, but are identical in design. The second one would be on the end housing before the transfer case.

 

Speed sensor part #F81Z-7M101-AA. Same sensor used in three places: ISS (4R100), OSS (4R100) and VSS (rear axle). It is a Hall Effect sensor if I am not mistaken.

Ford F81Z-7M101-AA Sensor Assembly - Speed

 

I had to know. I unhooked the TSS wiring and the other one on top and at the back of the end-housing. Started it up. Truck went into gear forward and reverse and reacted to throttle. I also found (references to Code 1747) some folks in Chile that were having similar problems. They found a fried diode in the PCM. After replacing the diode their transmission worked fine. I apologize for blowing up this post. This past August my mom and I completely rebuilt my transmission. Other than installing the wrong solenoid pack (its right now) it shifts better than it ever has. Ok. I'm just watching now. But I believe the problem is somewhere besides inside the bellhousing.

 

Ok so I cleaned off the tranny top around the TSS and blew off with air.
Removed the TSS and bench tested for proximity via OHMS reading.
You can see by the pics there is definite reaction to metal object passing by sensor tip.
So I presume we can delete the TSS as a faulty input and there has been no code.

You will also notice from the pics that the VSS is a very different sensor design.
The OSS looks exactly the same as the TSS.
However the TSS Part# is different to the one posted here (Ford F81Z-7M101-AA).
The TSS out of my truck is F81P-7M101-BB don't know if it means much?
Also the VSS I pulled test good the OHMS proximity testing. But also the replacement VSS was a different Part#.
Original VSS Part#F85F-9E731-AB the new replacement is Part# F85Z-9E731-AB. Probably updated versions?

Hummm...what now?

 

You have verified that all wiring insulation is good from the shift solenoid pack connector to the PCM. If you disconnect the connector at the shift pack, insert a small pieces of paper clip into pin location 11 and 12, clap on some alligator clips and wire these to your digital meter. Set meter to DC Voltage see what the PCM is sending to the EPC. The wiring should be long enough that no one has to be under truck. I have read that once a 1747 code pops up the truck enters a limp mode. I do not know how to reset this code. Keep in mind to that this may not be a one item problem. But either EPC or PCM. Any body else that can add to this or set me straight???

 

This is the next step I wanted to take to prove that the EPC was receiving voltage and the correct voltage and I presume that to be 12Volts?

I also presume this test is done KOEO?

I've had this truck 13 years without encountering any major issue. So this exercise is teaching me valuable lessons on fault finding these trucks.
Kudos goes to the FTE community and I can't thank you fellas enough for staying with me to hopefully resolve this perplexing mystery .

Reg

 

My assumption is the same. I just got home and since my truck is shifting and performing as it should, I'll pull the solenoid connector and give you the values I find. I want to find out as much as you do. It's not fair that tell you what test to perform without knowing what the voltage should be anyway.
I've got some help. Let me run these test on mine and I'll get back to you.

 

 

Thank you for this AJ. I've been gathering other parts should I need them.
I have a very good trustworthy relationship with a fella who owns an F-Truck spares, junk yard and repair business up in Adelaide.
I've been up there and he has loaned me the full Gearbox/Transfer Case & Sensors Loom (tested and verified) and the exact same PCM for my truck (tested and verified).
So after doing what you have sent me (won't get to that until late today--maybe tomorrow) I'll change full loom to once and for eliminate wiring from the mix.
And if required swap out the PCM.
Cheers and stay with me, we'll nail this sooner or later

 

If these voltages do not match up with yours, we know its the PCM. If you think of a different way I need to check the voltage from the PCM, let me know. I'm here till this is finished. Wednesday night 9:22 P.M.

 

G'd Evening AJ,

Well I got to run the Voltage test you suggested.

I've interpreted that you took the readings as Key On Engine Off (KOEO).
Voltage Across Pins
1 & 2 = 12.6V
1 & 3 = 12.18V
1 & 4 = 12.20V
1 & 5 = 12.17V
11 & 12 = 11.37V

I then started her up with the connector unplugged, and as you stated there was momentary lull in revs and quickly settled returned to normal.
Went into reverse as normal and moved off in reverse. I put it into drive and drove it forward without hesitation, back into reverse and again moved back.
I repeated the format for 2nd gear and 1st gear. The truck had no hesitation in following the gear lever commands. It in fact acted much better than when the Solenoid Pack was connected up

Sat her in Park and took Voltage readings Key On Engine Running (KOER):
Voltage Across Pins
1 & 2 = 14.06V
1 & 3 = 14.16V
1 & 4 = 14.07V
1 & 5 = 14.06V
11 & 12 = 0.93V
Is this right: Is the voltage to EPC supposed drop to '0Volts' in Park. (I'm guessing it does).

Shut her down and put AE over her. The only Code to appear is P0603.
No other Enhanced Power Train Code Appeared. OD Light continues to blink.

While KOEO I took the readings again and got:
Voltage Across Pins
1 & 2 = 12.45V
1 & 3 = 12.46V
1 & 4 = 12.45V
1 & 5 = 12.45V
11 & 12 = 11.65V
The little extra voltage would be due to engine running for a while putting a little extra charge in the battery.

I have not plugged the tranny back in and gone through the same procedures to see what effect the new connector has on the saga.

So why no Codes with no connection as you did. I expected the PCM to notice no correspondence with the tranny and throw codes.
Only P0603.

Huumm Reg

 

It sounds like @ajbrown208 has got got you going in the right direction now. The lack of codes with the solenoid pack disconnected points to a bad PCM barring any issues with wiring.