I am working on my dads 2004 f350. 6.0 auto 4x4. I pulled the transmission after it was stuck in forward gear in all selections. I replaced it with the transmission from my 2005 f250 6.0 auto 4x4. The parts truck has been sitting for about 5 years after the engine blew. The trans was good when parked. The trans installed smooth and the flexplate and torque convertor bolts were torqued to spec. After install i noticed the pins in the main harness on the 2 trucks did not match up. I pulled the pan on both transmissions and changed out the valve bodies and internal wiring harnesses. Plugged everything in and put it back together, added oil. The truck has nothing in any gear. Does anyone have suggestions before i pull the trans back out?

 

How much oil? What does the dipstick show when checked with the trans in park and the engine idling?

You could put a pressure gauge in the test port on the driver's side of the trans. This would show if the pump is making any pressure.

 

I cant think of it at the moment, but i filled the torque convertor before install, added 4 qts, started the truck and continued to add more. The trans got to operating temp and it was right at the top of the hot side of the dipstick

 

I have not put a gauge on it yet, but i have scanned for codes and all i ever got was a p1000 and a low voltage abs code. The batteries did run down on the initial startup and i had to jump it

 

IDK, have you tried reinstalling the valve body and internal harness, then taking the upper harness off your parts truck and swapping it in so that the pins do match up? I think I would have tried that first.

 

I have not done that yet, i started to but then thought if it was wired different on the trans side why wouldnt it be different on the tcm side? But that might be worth a shot

 

What did you use to find the trouble codes?

 

Two possible issues:

(1) Grounds -- this trans needs solid grounds -- on disassembly-reassembly I carefully/repeatedly clean all grounding surfaces (e.g. engine to bell housing)..............use a DVOM to verify all grounds (e.g. trans to chassis, engine to chassis, batteries, etc)
(2) Pump (on start up) --- my guess is you fried the high volume pump -- this can happen from a BAD GROUND or RUNNING IT WITHOUT THE PROPER AMOUNT OF FLUID.
I first add fluid to the converter, then add 8 qts, run the vehicle ONLY 3-5 seconds, stop, then add 8 add'l quarts, run the vehicle ONLY 3-5 seconds again, stop, check level, fill as required. (It holds 5 gallons)

Worth Repeating: You can take that pump out ON START UP quickly if you have bad grounds or if you run it too long without the proper amount of fluid.

 

You’re going to need to explain that electrical flow path.

 

Surprised you guys haven't heard of this -----Grounds and that High Velocity Pump ----> Well known, well documented problem across the industry --- tune in at 1:15 on the following:



And again from Dave --- I have the ATRA seminar data on the problem he's referring to (pump "tracks", "welding")..........buried in my archives, will see if I can locate it later..............

 

Oh, I've heard the story many times. The problem is, where the pathway. It make no sense. Unless you need an excuse for botching the converter install.r

 

ditto .

 

Have seen with my own eyeballs (DVOM) aforementioned voltage drop differences in ground planes / potential. Many shops have reported on these "alternate" pathways. Gary's one of the best in the business (we trade emails frequently), Bill's a knucklehead blowhard:

 

I understand the ground problem. Nowhere in the first video does he talk about a high velocity pump. I've never heard of a high velocity pump,. What is that?

The pump runs at engine speed. Pumps have always run at engine speed. How does this one become a high velocity pump?

 

I understand the 12V supply to the TRS, the speed sensors, and the solenoids, but is it really possible to have enough current flow to cause pump problems if a wire shorts out? The PCM fuse (22) is 20A, but there are "implied" 12V reference discussions in the PC/ED manual and WSM ... where the PCM power seems to be buffered prior to supplying these sensors and solenoids. Just don't see it really.

Also, where exactly would be the conductivity path between the trans, transfer case, driveshafts, axles, etc. to the frame and it's connected body tub?
I hear them talking about the issue in general in the videos (except Bill's - I don't need to watch that one again) and I just don't see it being the issue that they are making it out to be. I also don't recall anyone on a forum talking about it happening to them (which isn't a proof positive of anything, but it might be an indication of the frequency of the issue). That said - been wrong before, and no doubt will be again.