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I have the pertinent info saved in a .cvs file but I cannot for the life of me figure out how to post it. I have read and re-read the instructions to do so but fail after fail.
I’m sure you guys have better things to do. I really do appreciate all of the help you have given me!!!
If you have the ..csv file saved, you may be able to post it here if it is not larger than 5MB in size. If it is smaller than that, simply use the paper clip icon next to the image icon in the header bar of the post text field.
If it is larger than 5 MB, send me a PM with your email address and I will have you send it to me. I'll do my best to resize it or post the important sections of the data log.
I don't know how to read the TC_Slipact data, so I will need some assistance from the FTE on that.
David, I received your email with the data log. You are getting closer and doing well considering you never saw any of this stuff 48 hours ago.
I need you to remove TC_SLIPDSD and insert TC_SLIPACT into it's spot. In post #29, you had TC_SLIPACT in your spreadsheet, but in the spreadsheet you sent me it is TC_SLIPDSD and the values are incorrect as that is not what the PID Charting Tool is looking for.
If you feel inclined, it would be nice to have VSS (MPH) in the spreadsheet as well because that has a part in the shifting calculation.
Once we are able to produce a reading for those in the know on how TC_SLIPACT produces values, you may find some answers to your questions.
@FordTruckNoob , are you able to provide David with any advice on torque converter PID's he should be loading to FSL? I recently saw in one of your videos that you had TC_SLIPACT and TC Duty Cycle.
I’m still following along but haven’t had anything to offer since I’ve not actually ran FORScan.
Looks like you’re getting things sorted out with how to use it. Nice work! It’s not easy learning a new trick. Sous is always helpful on these things!
Since you’re up and running with it now, why not scan for codes? Your initial question didn’t seem code related but it’s free to check even if there’s only a slim chance of useful information.
Have you checked the gear lash at the rear differential yet? It's fairly simple procedure provided you've got a flat patch of concrete and wheel chocks. Just chock the tires and out in N. Then try turning the driveshaft back and forth paying attention to the amount of free play between one direction and the other. Somewhere between 1 o'clock and 2 o'clock is normal much more than that is a sign the gears are worn and getting loose. Which can cause harder feeling shift and usually a ping sound like a hammer hitting steel.
Late to the party - I see I need to add some more screenshots of iphone screens to the instructions - thank you SC Dave for noting that.
I've attached a modified PID charting spreadsheet that might help watch your 2-3 upshift and TC lock activity. If you can include the following PIDs in your next log, Sous or I can plot the data using this tool and see if there is an issue that FORScan can see.
Recommend these PIDs: GEAR, MFDES(%), TCC(%), VSS(mph), RPM(1/min), TC_SLIPACT(1/min)
Here is a snapshot of what we might see, from some testing I did on my rig last year:
@FordTruckNoob , are you able to provide David with any advice on torque converter PID's he should be loading to FSL? I recently saw in one of your videos that you had TC_SLIPACT and TC Duty Cycle.
Snip from video is below.
I will have to look up my archives to see what it is.
Thanks to all of you! I will do everything you guys have suggested and report back. We are moving to a new building at work so long crazy hours but getting the issue with my truck squared away is very important to me so I’ll get on it ASAP.
David
Have you checked the gear lash at the rear differential yet? It's fairly simple procedure provided you've got a flat patch of concrete and wheel chocks. Just chock the tires and out in N. Then try turning the driveshaft back and forth paying attention to the amount of free play between one direction and the other. Somewhere between 1 o'clock and 2 o'clock is normal much more than that is a sign the gears are worn and getting loose. Which can cause harder feeling shift and usually a ping sound like a hammer hitting steel.
udsuth, I have not had a chance to do this yet. Very busy week! One question though, would that cause a hard shift in all shifts or just a particular one?
David
I’m still following along but haven’t had anything to offer since I’ve not actually ran FORScan.
Looks like you’re getting things sorted out with how to use it. Nice work! It’s not easy learning a new trick. Sous is always helpful on these things!
Since you’re up and running with it now, why not scan for codes? Your initial question didn’t seem code related but it’s free to check even if there’s only a slim chance of useful information.
I think I attached the Error file successfully Jason. Not sure if there is anything of importance or not. I do see some things that I don't know what they are in particular Ignition Key Circuit Fault.
David
udsuth, I have not had a chance to do this yet. Very busy week! One question though, would that cause a hard shift in all shifts or just a particular one?
David
That would be most likely but I have seen worn gears behave in a similar way on an old 72 f100 ranger sport I had once upon a time. It had the old 9” rear end and a 390fe w/c6 auto and got 8 mpg. Ahh memory lane, anyway, when the rear end started getting loose it would ping and cause a felt jolt at different times and gear changes. I agree it isn't the most likely cause of your issues, but free to check and mark off the list.
I think I attached the Error file successfully Jason. Not sure if there is anything of importance or not. I do see some things that I don't know what they are in particular Ignition Key Circuit Fault.
David
The key in circuit fault is usually related to the ”key in ignition” chime circuit. Does you truck ding at you incessantly anytime the key even touches the ignition and the door is open? If no then someone has likely ”fixed” it to get some peace and quiet. If it does chime you could still have some minor wire issue in the circuit throwing the code.
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