E4OD puts load on engine?
Thread Starter
|
New User
Joined: Oct 2006
Posts: 7
Likes: 0
E4OD puts load on engine?
I have a 95 F-150 with an E4OD. When I shift into R or 1 or 2, the engine loads up and the voltmeter drops by a couple volts. When I shift back into N, the load goes off and the engine revs up high until it "catches up" and then idles normal again. I have replaced the alternator, but that didn't help. Whenever the negative cable has been pulled and the codes reset, it'll shift fine for 20 miles or so, and then it goes back to the same old problem. Any ideas?
Post Fiend
Joined: Apr 2004
Posts: 6,473
Likes: 4
From: Lafayette, IN
All autos should do that. When you put the tranny in any gear, the valves engage the various gears in the tranny--which are stopped because your foot is on the brake. The engine is spinning the flywheel, hooked to the torque converter. The disconnect occurs in the fluid--the T/C is spinning, but the vanes hooked to the gears in the tranny via the output shaft are not, so the friction in the tranny fluid between the two sets of vanes in the T/C is what is loading up the engine. When you take it out of gear (P or N), the vanes and output shaft are free to spin, so the load is minimal--only internal friction of the bearings.
Jason
Jason
Thread Starter
|
New User
Joined: Oct 2006
Posts: 7
Likes: 0
OK, but...
OK, sound logic, but here's the deal. First, it is a significant load and it never used to do that and now it does. In fact, it even kills the engine when shifted into R on a somewhat regular basis. Second, it only does it in R and the low gears. Holding the brake and putting the tranny in D results in a normal shift. Third, it doesn't do it on a "fresh" computer (after the negative cable has been off), but only after it has run for a while. For these reasons I don't believe it can logically be "normal operation". Any other ideas?
Thread Starter
|
New User
Joined: Oct 2006
Posts: 7
Likes: 0
I agree that it seems like the transmission is putting a load on the engine, but I can't figure out why. I haven't had any problems with the overdrive shift. OD is the smoothest one. It does bang very hard when I shift from D to R, but I think they are related problems. Does anyone know what might be causing this?
Mountain Pass
Joined: Sep 2006
Posts: 116
Likes: 2
From: Harrisburg, Oregon
I think I've seen this on my Oldsmobile wagon's transmission. The lock-up torque converter clutch may not be disengaging. Often this is because of a failed lock-up solenoid. On some cars it will stall the engine when you come to a stop from highway speeds, depending on how the hydraulic circuit is pressurized in the transmission. I don't have an E4OD transmission, so I haven't looked up the particulars of what happens on your transmission.
There is a simple test. The outside of the transmission will have an electrical plug to the lock-up solenoid. Disconnect it and drive it around. If the problem goes away, you know that you have to replace the solenoid.
Now imagine my embarrassment if this tranny doesn't have a lock-up torque converter....
Scott
There is a simple test. The outside of the transmission will have an electrical plug to the lock-up solenoid. Disconnect it and drive it around. If the problem goes away, you know that you have to replace the solenoid.
Now imagine my embarrassment if this tranny doesn't have a lock-up torque converter....
Scott
Fleet Mechanic
Joined: Mar 2005
Posts: 1,603
Likes: 1
From: St Louis
The E4OD does have a lock up converter but the selenoid pack has only one connection that controls all the shifting in the transmission. You should pull the codes and see if the computer will tell you anything. You should also check the MLPS to make sure it has not fallen out of adjustment.
Trending Topics
Thread Starter
|
New User
Joined: Oct 2006
Posts: 7
Likes: 0
Thanks for all the input. I have had both the MLPS and the TPS tested (twice) and they both check out OK. I don't get any check engine lights and the mechanic told me there weren't any codes. I haven't yet done the self-test, but I am sure those were wiped out when the alternator was replaced.
skucera may have hit on something with the torque converter not totally disengaging because when I shift into R and let off the brake at idle speed the truck goes in reverse at a speed much faster than what is normal. It also doesn't want to stop when I apply the brake. But this only happens in R, not D, and I don't know if the T/C can actually effect R but not D. If the T/C was not completely disengaging, would that cause a load on the engine? Can the T/C even be partially engaged?
skucera may have hit on something with the torque converter not totally disengaging because when I shift into R and let off the brake at idle speed the truck goes in reverse at a speed much faster than what is normal. It also doesn't want to stop when I apply the brake. But this only happens in R, not D, and I don't know if the T/C can actually effect R but not D. If the T/C was not completely disengaging, would that cause a load on the engine? Can the T/C even be partially engaged?
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
10 Best Ford Truck Engines We Miss the Most!
Joe Kucinski
2026 Shelby F-150 Off-Road: Better Than a Raptor R?
Brett Foote
2027 Super Duty Carhartt Package First Look: 12 Things You NEED to Know!
Michael S. Palmer
10 Most Surprising 2026 Ford Truck Features!
Joe Kucinski
Top 10 Ford Trucks Coming to Mecum Indy 2026
Brett Foote
5 Best / 5 Worst Ford Truck Wheels of All Time
Joe Kucinski
Ford Super Duty: 5 Things Owners LOVE, 5 Things They LOATHE!
Joe Kucinski
Every 2026 Ford Truck Engine RANKED from WORST to FIRST!
Michael S. Palmer
The Best F-150 Deal of Every Trim Level (XL through Raptor)
Joe Kucinski
FTE Chapter Leader
Joined: May 2006
Posts: 12,319
Likes: 1,298
From: Central Mississippi
The E40D uses a solinoid "pack" (4 or 5 of those suckers?) for its internal operation. If they are all firing off at the same time due to some screwed strategy by the PCM, that would account for the voltage drop & erratic operation. The fact that it goes away after disconnecting the battery then re-learns its bad behavior points in that direction as well.
Hotshot
Joined: Dec 2006
Posts: 14,069
Likes: 17
From: Melbourne, Ky
Hi Guys, I just joined this website. I just bought a 1997 Ford F450 with the E4OD transmission. I'm having the same problems with it when I shift into reverse. It only does it when it's warmed up to operating temperature. It will stall the engine when I shift into reverse unless I have my foot on the throttle a little bit. It will start to move at a fast pace pulling hard on the engine then you can feel something release somewhere and the engine will free up. I'm headed to a transmission shop this afternoon and I'll let you know what I find out. By the way, I was told this morning by a couple of transmission people that this transmission case will easily warp, messing up the housing, which will cost around $800.00 for a new housing that has been toughened up to prevent this from happening again. Plus the labor and whatever other parts it would need.
Lead Driver
Joined: Feb 2003
Posts: 8,140
Likes: 4
From: Oak Harbor, OH
Okay this is a common problem. Check your IAC (Idle Air Control) it's bolted to the SIDE of the throttle body. You may need to take the air cleaner hoses off to get to it. Start the truck and pull the electrical connector off of it. IF it stalls or the idle drops then it's OK. Then have someone HOLD the brake and put the truck in gear, check now to see if it's open. If it's not open, you should be able to feel or even hear it click, then there is a problem in the comptuer that SHOULD be setting a code. Usually when an E4OD is having solenoid pack issues it throws a code. Is the OD light on the end of the shifter flashing?
Last edited by pfogle; Dec 22, 2006 at 02:33 PM.
Hotshot
Joined: Dec 2006
Posts: 14,069
Likes: 17
From: Melbourne, Ky
My truck has the 7.3 Powerstroke so it doesn't have a throttle body. The light on the gear shift is not flashing. Went to a tranny shop and hooked it up to a computer and test drove it. No codes came up. Interesting though, I found out that manual 1st gear uses the same clutches as reverese. So, manual first was bogging the engine just like reverse was when it was warmed up. The torque converter clutch was engaging when shifting into reverse and when the gear shifter was pulled into manual 1st gear. Nothing unusual about the oil pressure in both cases which lead to the tranny guy to think it needs a selenoid pack. Cost around $250.00. If that doesn't fix it then we're looking at a new tranny housing. He said those housings do warp easily ruining them. He recommends using synthetic tranny fluid. This will help keep them from getting too hot and warping. It's the high heat that warps them. Fords new housings have been beefed up to prevent that from happening again. Too bad Ford didn't issue a recall on the old housings.