David logged another set of data points. I have attached the original FSL data log and the PID Charting Tool results in case anyone is able to take a closer look. I have also pasted a snip of the PID Charting Toll results below.

I can post snips of the FSL data log at certain points where the TC_SLIPACT is suspected of misbehaving, but I am unaware of what I am looking for.

David, I apologize for not being able to help more with the TC, but I sincerely hope you find some answers to your questions.

 

First glance it appears to be locking and unlocking at the appropriate speeds. The rest looks pretty erratic but also mostly tracks w/ engine and vehicle speed so no smoking gun really. I'm hardly an expert so possibly someone will see something I'm not. I'll also try having another look more closely this evening when I have more time.

 

So I took another look and have a question. What's going on here in the areas I marked. The rpm and mass fuel are blipping but speed isn't tracking. I'm assuming you're coasting but if so why is the slip so erratic?

 

could it be me getting out of my "hilly" neighborhood . The test drive I did was very short. Would it give you more of what you need if I did a longer test drive and don't start the log until I get on the road?
David

 

Question is, did it do the harsh shift during your data log? Can you show us at what point, or find a way to flag it when it does it?

Is the shifting status (gear) also recorded in the data?

 

I (or someone familiar with the PID Charting Tool) can zoom in to certain spots in the chart if David or others feel it would be helpful.

 

If you do record when another run try to add the rest of the PID's available in the charting tool. Never know one of them may provide a clue.

 

It did the hard shift 4 times in this log period. I'm sorry, I'm not familiar enough with what I'm looking at to tell you where they occurred . I can tell you that the hard shift is alway 2-3, all other shifts are smooth and normal.
David

 

Sorry to be ignorant to what you need. If you can tell me what other PID's to add that may be helpful I will surely add em. Thanks very much!
David

 

Not a problem, we're all new sometimes. If you look at the PID's listed down the left hand side of the graph Sous posted there are 4 PID's available in each of the individual charts. Those are the as yet most useful PID's we can use to diagnose a good portion of the troubles we run into. Just have a look through you list in Forscan and should find them easy enough. Don't forget to double check the unit of measure because a lot of us still struggle to read metric let alone think it. If you have troubles figuring any of it out just hollar, one of us should be able to help.

 

What I’m hoping is that someone can ride with you and watch the monitor to see what’s changing at the time of harsh shift.

We’re trying to diagnose but I’m not sure what/where we’ll end up if/when we figure out exactly what “shift” it’s occurring on. This exercise started because we weren’t certain that the 2-3 that you’re feeling is actually 2-3, instead it could be the TC lockup that seems like 2-3. Many times it happens quickly after the shift.

Try looking through the PIDS to see if there’s something you can add about shift status or gear etc. That may help.

Knowing it occurred 4 times is helpful.

From looking at the graphs Sous shared it seems the TC lock up happened 4 times during this segment. Lockup is when the slip goes to zero. Think of it as similar to a clutch on a manual transmission but it’s within the TC. TC provides a fluid coupling which will always have some slip. Inside the TC is a clutch that will “Lock Up” to remove the slip.

Take a look at this snip of the Slip chart. I marked (very poorly on my phone) the 4 times when it went into lockup.



Next is a zoomed in section of the other chart. I tried to label the shifts to make it easier to visualize. When the engine rpm drops it is changing gears, then drops going into lockup, then back up going out of LU, back down going into LU, then back up going out again.
This is the best I could make of it but I could be wrong. If we can get a shift status PID loaded as well then it would take the guess work out of it. Same with the Lock Up status.


Hope this helps a little.

Unfortunately I’m not sure where this will all lead. If you still end up needing to take it to a trans shop then maybe you don’t need to know if it’s the TC or 2-3 shift. The shop would be making the judgement and repairing. On the other hand, if you plan on changing out a TC yourself or possibly dropping the VB then this might be able to lead you to a DIY fix.

 

I found out that "feeling the shift"

is not always, what I thought it was,
the CTS-3 shows when the Torque Converter actually locks up.

and I have had it lock up in 3rd gear, sneaky thing that PCM is.

 

More often than not I will see 1-2, 2-3, TC lock, and lastly 3-4. It's really only when I'm on the throttle pretty good that TC lock will hold out longer and get a 3-4 before the lock. To be honest I would prefer to see it lock up as low as 25 mph provided it doesn't add unnecessary strain on the transmission. Here where I live most in town speed limits are between 30 and 40 mph w/ 30 being quite a bit more common. The sooner it locks up the sooner the excess slipping stops causing additional heat. Less slip=cooler trans temp.

 

do not know about the Super duty, but my 4r70w in the F150 does the 1-2, 2-3 lockup then overdirve with i dropping in and out of lock up as needed. try pushing the OD button that removes Od from play and now you see 1-2, 2-3 OD with no lockup, according to my sources, check with @Mark Kovalsky for exact data. he was a Ford engineer during the 4rw70 and the 4rw100 development and use (and a few others) if he chimes n the data is gold plated.. ask the actual pro....

 

Your sources are wrong. With OD OFF the trans shifts 1-2, 2-3, and there is torque converter lockup. OD is disabled when OD is off, not the torque converter lockup. This is true for all Ford automatics.

I can't tell what's happening from the data shown. There have been several excellent suggestions as to what to display. I'll watch to see if there is any data that I can use to draw a conclusion.