Interesting how the most important word usually is missing from these posts. It drives me nuts.

"In life, always remember, the most important you could ever do is the with all your might."

 

spikeddie,
That is facinating. I will keep that in my little mental toolbox for future use. It always amazes me when what seems like a relatively inconsequential part could make all the difference between good and non- operation. I plan on doing another pan drop and filter next year. Maybe I should just replace those seals at that time.

 

Your tranny is suffering the clasic worn transmittion seal problem. you need to rebuild the tranny. When the seals wear fluid gets by them and it takes longer and longer for pressure to build up untill one day it goes noweare

 

96_4wdr et al,
Tried the batt. disconnect and drive 20+ mi after re-connect to re-set K.A.M.. No change. 1-2 shift and 2-1 shift still goes thunk half the time. ( diff. rates of accel.or decel. can moderate it) . Went to auto store and used OBD II Scanner: No prob. codes showed up. Tranny man could have erased them? Cover was off Data port.
Called tranny man to ask about adjusting harsh 1-2, 2-1 shift and slight 3-4 shudder. Said he would 'play with it' if I left it off for a few days. Asked if it would req. pulling tranny out again. He said no, maybe just the valve body. Will try going back to the source.
Thanks for the suggestions.

 

Regarding pulling the valve body to look at the source of the 1-2 2-1 thunk, I think the man is looking for it in the right place. The 3-4 shudder, however, is probably the result of your Overdrive drum being a little rough on the outside (if memory serves me correctly.) In that case, the drum should have been resurfaced before it was put back in.

At any rate, this is one of the most dreaded moment in auto repair, and that's why I never allowed any mechanic to touch my car, even for an oil change. Sad, but gone are the days when people took pride in their work.

Take care and good luck.

 

copper,

Thanks. I remember the tranny man showing me the overdrive drum being a little rough. I wonder if he shirked his job and put it back together w.o. re-surfacing it.He did show me the old band when I came to pick it up saying he used the wider full-face? band when he re-built instead of the two-strip type b/c he said it would perform better.
Thanks for keeping me in the know. It is hard to trust someone with your car for nec. repair.

 

Tranny man said he 're-surfaced' the o'drive drum with a scouring pad/grille scrubber . Is that adequate?
Need an answer to the harsh 1-2 upshift. The A'star is now up on the hoist at the tranny shop. The latest report from the tranny man who is trying to fix this prob.(warranty work) is that he tried to make adjustments to the EPC (electronic pressure control) solenoid and got the 2-1 shift smoothed out some but not the 1-2 shift. He's talked to Ford Motor Co. and they said to get another one to try. He seems to be trying to correct the prob that appeared after rebuilding the trans. Don't know where it came from. Any ideas? I hope I presented the facts correctly.
Eddie

 

from Ford Service DVD
4R55E section

Line Pressure Test

CAUTION: The Transmission Tester must be removed and the vehicle harness installed when verifying these pressures.

CAUTION: Perform Line Pressure Test prior to performing Stall Speed Test. If line pressure is low at stall, do not perform Stall Speed Test or further transmission damage will occur. Do not maintain wide open throttle in any gear range for more than five (5) seconds.

NOTE: Certain sensor failures may cause high EDC, FMEM (Failure Mode Effect Management) actions. Be sure that self test and electrical repairs have been performed, or test results may be incorrect.



This test verifies that the line pressure is within specifications.

Connect 0-2758 kPa (0-400 psi) pressure gauge to the line pressure tap.






Start engine and check line pressures. Refer to the following Line Pressure Specifications No. 401 chart to determine if line pressure is within specifications.

CAUTION: Do not install Transmission Tester when verifying these pressures.

NOTE: Vehicle harness must be installed at transmission connector to verify these pressures.





REFERENCE: LINE PRESSURE SPECIFICATIONS No. 401 Trans. Transmission Model/ Application Range Idle WOT Stall
PSI kPa PSI kPa
4R44E 2.3L Ranger (D), 2, 1 69-79 476-545 193-227 1331-1565
4x2 R 79-136 545-938 291-331 2006-2282
P, N 79-93 545-641
4R44E 3.0L Ranger, Aerostar (D), 2, 1 98-111 676-765 164-190 1131-1310
4x2, 4x4 R 107-162 738-1117 237-283 1634-1951
P, N 85-103 586-710
4R55E 4.0L Ranger, Explorer (D), 2, 1 87-98 600-676 207-241 1427-1662
4x2, 4x4 R 95-162 655-1117 299-346 2062-2386
Aerostar, AWD P, N 90-103 621-710


If line pressure is not within specifications, check EPC pressure.






Item Part Number Description
1 — Electronic Pressure Control (EPC)

Connect Pressure Gauge to EPC pressure tap.

Start engine and check EPC pressure. Refer to Reference: Line Pressure Chart in this section for specification.

If EPC pressure is not within specification, perform Pinpoint Test E to diagnose EPC operation. If EPC operation is OK, refer to Line Pressure Diagnosis Chart in this section for line pressure concern causes.



LINE PRESSURE DIAGNOSIS CHART Test Results Possible Source
High at Idle — All Ranges Wiring Harnesses

EPC Boost Valve

EPC Solenoid

Main Regulator Valve

Low at Idle — All Ranges Low Fluid Level

Fluid Inlet Filter/Seal

Main Control Body

Cross Leaks

Gaskets

Pump

Separator Plate

Low — All Forward Ranges Forward Clutch

Main Control

O/D Servo

Low in Park Only Valve Body

Low in Reverse Only Separator Plate

Rear Servo Piston, Cover Seal

Reverse Clutch

O/D Servo

Valve Body

Forward Clutch

Low in Neutral Only Valve Body

O/D Servo

Low in Overdrive Only Forward Clutch

O/D Servo

Valve Body

Low in Drive Only (O/D Cancelled) Forward Clutch

O/D Servo

Valve Body

Low in Manual 1st Only Forward Clutch

Valve Body

Low in Manual 2nd Only Intermediate Servo

O/D Servo

Forward Clutch







Shift Concerns: Harsh 1-2 Only (Automatic) Possible Component Reference/Action
232 — ELECTRICAL ROUTINE
Powertrain Control System
Electrical inputs/outputs, vehicle wiring harnesses, internal transmission wiring harnesses, PCM
Run on-board diagnostics. Refer to Section 4A in the Powertrain Control/Emissions Diagnosis Manual for diagnosis and testing of the automatic transmission. Service as required. Clear codes, road test and rerun on-board diagnostics.

332 — HYDRAULIC/MECHANICAL ROUTINE
Main Control Assembly
Screw out of torque specification
Tighten to specification.

Gasket damaged, off location
Inspect and replace gasket.

Separator plate damaged
Inspect for damage. Service as required.

1-2 shift valve (203), spring, damaged, missing misassembled, stuck, bore damaged
Inspect for damage. If damaged, replace main control. If parts are missing, replace missing parts or main control. If misassembled, reassemble properly. Do not stone, file or sand valves. This will remove the anodized finish and may result in further main control or transmission damage.

Wrong component used in rebuild
Verify that proper components were used.

Intermediate Band Assembly
Band adjustment incorrect
Inspect and readjust as required.

Seal or piston damaged
Inspect for damage. Service as required.

Friction element, lever rod, damaged or misassembled return spring
Inspect for damage. Service as required.

Direct/Reverse and Coast Clutches

1. Inspect the drum band surface, bushing and thrust surfaces for scores. Minor scores may be removed with a crocus cloth. Badly scored parts must be replaced.

1. Inspect the clutch piston bore and piston inner and outer bearing surfaces for scores.

1. Check the fluid passages for obstructions. All fluid passages must be clean and free of obstruction.

1. Inspect the clutch plates for wear, scoring and fit on the clutch hub serrations. Replace all plates that are badly scored, worn or do not fit freely in the hub serrations.

1. Inspect the clutch pressure plate for scoring and binding on the clutch plate surface. Check the clutch release spring for distortion pressure.

1. The clutch cylinders have check *****. Inspect the check ***** for freedom of movement and proper seating.

<table border="1" cellpadding="3" cellspacing="0"> <caption>Electronic Pressure Control (EPC) Solenoid 7H144: </caption> <tbody> <tr> <th align="center" valign="bottom"> </th></tr> <tr> <td style="border-bottom: medium none;" align="left" valign="top">Description: </td></tr> <tr> <td style="border-bottom: medium none;" align="left" valign="top">The electronic pressure control (EPC) solenoid is a variable force style (VFS) solenoid. The VFS type solenoid is an electro-hydraulic actuator combining a solenoid and a regulating valve. It supplies EPC which regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and line modulator circuits. These two pressures control clutch application pressures. </td></tr> <tr> <td style="border-bottom: medium none;" align="left" valign="top">Symptoms: </td></tr> <tr> <td style="border-bottom: medium none;" align="left" valign="top">Maximum EPC pressure, harsh shifts and engagements, may set a false VSS code. Zero EPC pressure — no 2nd and 4th gear, slips in 1st and 3rd with high input torque. </td></tr> <tr> <td style="border-bottom: medium none;" align="left" valign="top">Diagnostic Trouble Codes: </td></tr> <tr> <td style="border-bottom: medium none;" align="left" valign="top">P1746*, P1747*. </td></tr> <tr> <td style="border-bottom: medium none;" align="left" valign="top">*Output circuit check, generated only by electrical conditions. </td></tr> <tr> <td style="border-top: medium none;" align="left" valign="top">[img]STK%7Eus%7Een%7Efile=D15751A.gif%7Egen%7Eref.gif[/img]</td></tr></tbody></table>



my comments

your problem is most likely in EPC line pressure or sticking, leaking 1>2 valve...the valve bodies are very complex with multiple small similar but different parts....easy to get wrong valve springs or pucks in wrong holes

new EPC is approx $200...they do fail and also plug up partially and totally...mainly from friction materials chunks from frictions....they are a variable flow electronically controlled valve....controlled by PCM

yes, some tranny techs do smooth grooved rough drums with green kitchen abrasive pads...usually finish smooth with crocus cloth....i like to see them replaced with new but adds another $150 to rebuild

the valve body on a 4R55E has 24 bolts holding it to case with a specific torque and tightening pattern to follow for proper sealing and valve operation...

 

96_4wdr

THANKS> You really are a guru. I've printed your reply and will try to pass it on to the tranny tech tomorrow a.m. Hope he can lick the prob with this info.
Eddie

 

Tranny man says he 's got my harsh 1-2, 2-1 shift smoothed out thru adj. of EPC solenoid. I think he installed a new one. He wants the trans to operate perfectly and is still trying to eliminate 3-4 shudder, which is slight. The shudder is the reason I took it to him in the first place.It was toned down when I got the van back a few weeks ago, but not eliminated. He did clean up the overdrive drum with the abrasive pad b/c it wasn't grooved or otherwise in very bad shape. The O'drive band was glazed and he replaced that. What he is trying to find out is the voltage spec for the EPC, I think He's reporting getting readings of 9.54, 10.31, etc. Says he will call a troubleshooter in a Ford Dept. tomorrow a.m. to get specs. Any specs or bearings on this?

Thanks

 

Addendum

I think the tranny man said he also replaced the valve body and checked the servo bore with another servo. The bore was alright.

 

a new OD band on an old worn and suspect surface drum may cause harsh shifts 3>OD but will probably seat/wear in in time

EPC valve specs

Actuators/ Outputs EEC-V Pin #/PID only Measured/PID Values Units Measured/PID
KOEO Hot Idle 30 MPH 55 MPH
EPC 81 9.1/26 10.9/26 11.7/30 11.3/38 DCV/PSI

 

the continuing story---
The tranny man didn't get the voltage specs from his cousin at Ford and couldn't understand the ones I forwarded to him, so he's bought a 'core'-a used trans to fit my 4.0, '96 2wd and is going through it, taking the servos out of my original, and installing it.

 

Picked up my van from the transmission shop this morning and went for a test drive with the tranny man first. Everything went smooth. No harsh 1-2, 2-1 shifting, no apparent 3-4 shudder in the rebuilt used (core) tranny. Drove it home (about 20 miles), decided to check the 3-4 on a smooth piece of road,so actuated an upshift by pressing the Overdrive button on the end of shift lever. It upshifted into 3rd and the light started blinking and the trans then did the harsh 1-2, 2-1 shift again, and continued to do it during a few short trips after. Then on another time out, it started operating fine again, shifting smooth in all gears. Suddenly, the o'drive light started blinking again and the shifting went back to harsh 1-2, 2-1 shifts. Is this poss. an electronic problem? The tranny man did not do anything on the electronic controls.

 

what has been done to the tranny so far?

band adj.?
atf fluid filter change?
tranny pull and parts changeout...OD band new and OD drum smoothed?
EPC valve rebuilt/cleaned?
EPC replaced with new?
tranny pulled?

used tranny core obtained...solenoid, valve body from original installed?

troubleshooting and successful repair from this point is going to require a competent trans. tech with extensive training on and experience working on the 4R series....he will need 1>2 days of hands on testing with equip and troubleshooting
he has to have the proper 4R Ford auto transm. serv. manual or industry equiv.

problem may be anywhere from PCM>wiring harness>transm. plug/socket>interior transm. wiring harness> transm solenoids or sensors

a generic aftermarket non Ford scanner may be used for PCM OBDII code tests


from Ford Serv. DVD
The transmission control indicator lamp (TCIL) is located on the transmission range selector lever in the Aerostar and on the instrument panel in the Ranger and Explorer. The TCIL indicates that the transmission control switch (TCS) has been depressed and 4th gear has been cancelled. The TCIL will flash if the powertrain control module (PCM) detects a concern in certain transmission related sensors or solenoids.

*******blinking tranny shifter end stalk TCIL is indicating there is a fault in one of the tranny sensors, solenoids or wiring harness....the external wiring harnass is suseptible to chafing and debris damage....the internal wiring can be damaged by lose parts or improper assemble....look for shorts and chafed insulation
*******

***code read may help pinpoint the problem

From Ford Service DVD

Diagnostic Strategy
Troubleshooting an electronically controlled automatic transmission is simplified by using the proven method of diagnosis. One of the most important things to remember is that there is a definite procedure to follow.

NOTE: Do not take any short cuts or assume that critical checks or adjustments have already been made.



Follow the procedures as written to avoid missing critical components or steps.

To properly diagnose a concern the technician should have the following publications available:

Service Manual
Transmission Reference Manual
Powertrain Control/Emissions Diagnosis (PC/ED) Manual
OASIS Messages
Technical Service Bulletins (TSBs)
Electrical/Vacuum Troubleshooting Manual (EVTM)
These publications provide the information required when diagnosing transmission concerns.

Using the Diagnostic Flow Chart as a guide, follow the steps as indicated.


Preliminary Inspection

Know and understand the customer's concern.
Verify the concern by operating the vehicle.
Check the fluid level and condition.
Check for non-factory add-on items.
Check shift linkages for proper adjustment.
Check TSBs and OASIS messages for the concern.

Diagnostics

Perform On-Board Diagnostic Procedures, key on engine off (KOEO) , key on engine running (KOER) .
Record all diagnostic trouble codes (DTCs).
Repair all non-transmission codes first.
Repair all transmission codes second.
Erase all continuous codes and attempt to repeat them.
Repair all continuous codes.
If only pass codes, proceed to Diagnosis by Symptom charts for further information and diagnosis.
By following the diagnostic sequence the service technician will be able to diagnose and repair the concern the first time.

Section 07-01A: Transmission, Automatic, 4R44E, 4R55E 1996 Aerostar, Ranger, Explorer Workshop Manual

DIAGNOSIS AND TESTING

--------------------------------------------------------------------------------

Diagnostics
Diagnosing electronically controlled automatic transmissions is simplified using the following procedures. It is important to remember that there is a definite procedure to follow. Do not take short cuts or assume that critical checks or adjustments have already been made. Follow the procedures as written to avoid missing critical components or steps. By following the diagnostic sequence, the service technician will be able to diagnose and repair the concern the first time.


On-Board Diagnostics With NGS


NOTE: For detailed instructions and other diagnostic methods using the NGS, refer to the Powertrain Control/Emissions Diagnosis Manual or NGS instruction guide.



NOTE: If using a generic scan tool, refer to the Powertrain Control/Emissions Diagnosis Manual for instructions on performing OBD procedures.



The Quick Tests are in the Powertrain Control/Emissions Diagnosis Manual (PC/ED). These tests can be used to diagnose the powertrain control module (PCM) (12A650), sensors and actuators of the 4R44E/4R55E transmission.

The following is a guide for using the On-Board Diagnostic (OBD) Quick Tests and the New Generation STAR (NGS) Tester.


Quick Test 1.0 — Visual Inspection

Perform the Visual Check and Vehicle Preparation procedures as outlined in the Powertrain Control/Emissions Diagnosis Manual.

Inspect the following:

Air cleaner and inlet ducting.
All engine vacuum hoses for damage, such as leaks, cracks, blockage, proper routing, etc.
Powertrain control module (PCM) system wiring harnesses for proper connections, bent or broken pins, corrosion, loose wires, proper routing, etc.
Sensors, actuators and powertrain control module (PCM) for physical damage.
Engine coolant for proper level.
Transmission fluid for proper level and condition.
Any non-factory installed items wired into the transmission or PCM harnesses.
Perform all necessary servicing before continuing with Quick Tests.


Quick Test 2.0 — Set Up

Connect Rotunda New Generation STAR Tester 007-00500 or equivalent to Data Link Connector (refer to vehicle owner manual for connector location).

The following are steps to run OBD II procedures.

Vehicle and Tester Preparation

Prepare the vehicle as follows:

Transmission range selector lever in PARK.
Engine to operating temperature.
Apply parking brake.
Block wheels.
Turn off all electrical loads including A/C and defroster. (If A/C is ON, DTC P1460 will set.)
Prepare the NGS as follows:





Key OFF.
Verify that the proper program card is inserted in the NGS.
Connect J1962/16-way DCL cable adapter to the NGS.
Connect NGS DCL cable adapter securely into the vehicle's DCL connector.
Connect the NGS power supply cable to the vehicle battery power supply through cigarette lighter or at the battery with alligator clip adapter.
Key ON or start vehicle if necessary.
The NGS is now ready to communicate with the PCM.