am getting an 86 code.
which as best I can figure is
a 3-4 solenoid circuit failure
are there any item location pictures for where this solenoid is???

or maybe a good description as where it is located??

 

The solenoid is inside the transmission, assuming you have an E40D. The valve body found in older hydraulically actuated transmissions is replaced with a set of solenoids. There is a multi-connector cable going into the transmission which connects via a plug to the PCM.

Are you sure you are getting an "86" code? Is there anything noticeably wrong about how the trans is shifting?

One unfortunate thing about the mix of two and three digit Ford codes is that it is possible to confuse one 3 digit code repeated twice as 3 two digit codes repeated twice. For example, code 539, 539 can be misinterpreted as Codes 53, 95, 39, 53, 95, 39. So if you run a KOEO test, forget to shut the AC off, and then misinterpret the resulting code 539, you start chasing a bunch of problems that are not there. Don't ask how I know this...

 

the problem is ,
that it shifts hard
so all gears work, and no check service light flashes when it shifts hard
but if i disconnect the battery for a while
it works fine for about 3- 4 weeks
but if i romp on it, then it soon starts hardshifting again,
ford wants $111.00 for the neutral switch
as none of the auto stores can get the one for this truck
as I tried 3 from the auto stores,
all of them won't let me start in park, even after adjusting each way while having the wife hold on the start switch.
so I pulled the codes
hoping to find some answers.
I don't have a code reader, so i counted the flashes
about 6 times to make sure i had them right
maybe one is a 3 digit code , not sure tho,

an i had everything turned off, so i could consentrate on the flashes

 

One reference I have says code 86 can either be 3-4 solenoid shift failure or
adaptive fuel limit reached.

A different reference suggests to me that code 86 is not appropriate for the engine and trans in one of these trucks -- with either interpretation, it's for smaller engines/trans in cars.

Was your code 86 a KOEO code, a KOER code, or a continuous memory code?

Report exactly the pattern of flashes that you see, right down to the 1-1-1 separator pulses.

If you did have a legit 3/4 solenoid problem, it is probably in the external wiring. You can get at the solenoid by draining the trans fluid and removing the pan, but that probably isn't what's wrong.

Does the trans shift late (high RPM) when it shifts hard, or does it just slam into all the gears? Some manufacturers have used a strategy of having the ECM back off engine power as it commands a transmission shift, in order to extend trans life and soften shifts.

The "neutral switch" is just a rheostat, like the volume control on a radio. There is a way to test it for gross failures with an ohmmeter.

 

One reference I have says code 86 can either be 3-4 solenoid shift failure or
adaptive fuel limit reached.

yes same as my determination, from the code definition.


Was your code 86 a KOEO code, a KOER code, or a continuous memory code?

I am not sure , as I'm new to reading these codes, and get confused as to which are which, I loose track as not sure of the secs between the flashes, even tho I read-re-read the info many times.

Report exactly the pattern of flashes that you see, right down to the 1-1-1 separator pulses.

here are my patterns as best I can determine.
111-111-1-111111-11-1-11111111-111111-1-111-1111-1-111111-11-1-11111111-111111-1-111-1111

and since I have now cleared the codes I won't be able to get them back until it starts hard shifting again.

Does the trans shift late (high RPM) when it shifts hard, or does it just slam into all the gears?

no it doesn't shift late, as it shifts hard into all gears , but is less noticable at higher miles /per hour
so hard at 1 to 2 and softer from 2 to 3, and even softer from 3 to 4
but it is still harder shifting than what I would consider normal.
which it is now that I have cleared the codes.

trying to give as much information as I can .
If I take it to a transmission place,
will they be able to read the hard shift codes I was getting ?
or not after I cleared the codes?

 

There's is more going on there than a simple "code 86" in continuous memory. But I tried re-interpreting the pattern you gave in various ways and couldn't come up with a reasonable interpretation. Perhaps it's transcribed slightly off.

What flash pattern do you get after you clear the continuous memory? Maybe that will help me figure out what you were getting.

If you disconnect the battery, or pull the STI input during code output, (either action will clear the codes), there is nothing left in the computer for the trans shop to go by.

Shift firmness in the E40D appears to be controlled by the PCM through the EPC solenoid (electronic pressure control). This takes a similar role to the TV cable or vaccuum modulator in non-electronic automatics. If the EPC is sticking or the wiring is bad, the shifts might be excessively firm. Check all your grounds and the wiring to the trans.

The PCM senses transmission oil temperature through the TOT line, and probably backs off line pressure when the oil is cold.

 

thanks for all this info
I will take more code readings today
and see what is left , if any.
The truck has set all nite now and is completely cold.

and check all the wiring and grounds I am able to find.
and post back later this morning.

 

ok here are the codes re-read after over nite /engine not started/everything off. grounds cleaned (engine to body grnd./assorted other grounds also cleaned, )
111-pause-111
and then it repeats it self after a long pause
111- pause-111
which i read as EGR Valve opening not detected.
and at this point shifting normal , only 10 minute drive around neighborhood.

 

That appears to be a pass code with an E40D. I think you missed one blink.

It should look like this:

1-1-1 (pause) 1-1-1 (long pause) 1 (long pause) 1-1-1 (pause) 1-1-1

This means:
1-1-1 (pause) 1-1-1
KOEO test passes. This message is normally repeated once, as it is here. There is an extra blink in the pass code beyond what the books say -- I think it is either the trans test codes or the RABS system signing in to indicate pass.

(long pause) 1 (long pause)
This is the separator pulse between KOEO and continuous memory codes. The books describe this as a "star" code

1-1-1 (pause) 1-1-1
This indicates that there are no stored continuous memory codes.

If you pulled the battery ground wire off to clean it, that would have cleared the codes. Run the KOEO test again after a day of driving around and report back.

 

yep, will list codes again tomorrow,

thanks again for all this help......

 

here is todays codes:

1-1-1 (pause) 1-1-1 (long pause) 1 (long pause) 1-1-1 (pause) 1-1-1

all seems fine, at this time, will post more if it acts up again.

 

well it started again, so this time I took it to a garage to read the codes,
628 Torque Converter Excessive Slippage
now What ????
Should I change the torque converter, my self , or is this gona be more complex than the olden days when ya could pull the tranny, slide out the converter , slide the new one in , re-assemble all and be good to go?
or are this new stuff more electricly complicated ????
or any way to cheat this converter, like adjusting some pressures on the tranny ???

 

Code 628 means that the PCM thinks that the locking torque converter is not locking when it should. It compares engine RPM to the vehicle speed sensor, divides by the proper ratio, and determines whether there is (in effect) a hard mechanical connection through the driveline when there should be.

This is not likely a direct cause of your "hard shifting" problem. Failing to lock the converter would seem to me to give softer shifts, not harder shifts. I suspect the computer normally unlocks the converter before shifting gears, to reduce the shock on the driveline. But this is just my gut feel about how I would design it, and I have no idea how Ford went about it or whether this stategy is the "right" one.

Replacing the torque converter, in my opinion, is a lot of money and work for a low probability of fixing the problem, whatever it is.

Here are some thoughts:

Check the wiring from the PCM to the transmission.

Does the problem go away if you push the O/D cancel switch? (I think this also cancels the lockup torque converter, but I'm not sure on Fords.)

Does the hard shifting go away if you ride the brake slightly during shifts? (Pressing the brake should actuate the BOO switch, which should cause the PCM to unlock the converter, at least at low speeds).

Poor fluid pressure regulation may be causing both problems. You could consider a fluid and filter change.

A sticking TCC (torque converter clutch) solenoid could cause both problems. But it would have to stick in both positions.

Does your truck have a liquid crystal odometer? If so it has a PSOM module, which (amoung other things) conditions the RABS signal and generates VSS. One test for issues with the PSOM is whether the cruise control works OK.

A bad VSS signal could directly cause code 628, and might indirectly cause hard shifting -- but it should be accompanied by late shifting.

You say you already checked the grounds.

 

Does the problem go away if you push the O/D cancel switch?

nope same problem with o/d on or off

Does your truck have a liquid crystal odometer?
I would guess it to be , as its only seen when the truck is turned on, running or not .

yes the cruise control works ok, except for one thing,
If I trun on the left signal, when it is on, its cancels the cruise control

A bad VSS signal could directly cause code 628, and might indirectly cause hard shifting -- but it should be accompanied by late shifting.

the shifting is hard either way, slow aceleration or firmer aceleration,
I can kinda control when it does shift , by slow aceleration,
and it will shift at aprox 1500 rpms
but if I acelerate faster it will shift at higher rpms, like around 2000 or 2500 depending how much faster it is acelerated.

Haven't tried to brake slightly while acelerating, so can't say .

The trans garage says 250 for a rebuilt converter
and couldn't really say that at 144,000 miles if it would fix the problem completely or not, sometimes yes, sometimes not.

So at this time, all is up in the air.

Being on a fixed income and winter just around the corner here, things are pushing and shoving me into choices I don't really like.

thanks so much for all your help.

 

The trans shop should have more experience than I do. But it just doesn't seem like the "Excessive Slippage" issue together with "hard shifting" could both be cleared up by replacing the torque converter. Perhaps they would offer you credit towards a rebuild if you first try the converter. Or maybe invest in pulling the pan and looking at the friction surfaces.

My 1991 E40D has 163000 miles on it, and suffers from the occassional firm shift and some amount of "shudder" between 30 and 45 in O/D, depending on load. The truck was a "salvage truck" when I bought it, it's a "farm truck", so I don't lose a lot of sleep over these issues. A trans oil and trans filter change right after I bought the truck improved on both symptoms, but they are still somewhat there.

The total miles on the trans of your truck and my truck would have to be considered reasonable service, and a rebuild should not be resented too much, despite the expense.