I just bought a 2000 super duty v 10 and when put in reverse and you are turning the wheel it will stall out. Any help would be great!!!!

 

Don't turn the wheel when it is in reverse. Just kidding.

I'd suspect the idle...if it could be adjusted. What's it idle at in Drive?

 

friend of mine had this happen on his '03 7.3 F-250. It ended up being one of the wiring harnesses in the engine had a short. not sure which one, i will have to get back to you.

 

In drive it tdles at about 600-700rpm. Also thought about not turning in reverse but not practical....

 

My 99 v-10 was doing this. Check the level of the trans-fluid. Mine was two quarts low. Filled it up and the problem went away!!

 

900rr

Brother I just re read all your posts in the other thread and you mentioned the dieing in reverse there too...

Your little jab about the diesel truck you sold for this one has me suspicious of a troll

But just in case you are for real...

It sounds to me that you have a seriously screwed up truck...

No power under load
Stalls in reverse
MAF cleaned
IAC replaced
PCM reflash
Dash and console items that mysteriously do and do not work
Diff pan rust through
ESOF 4X4 system all FUBAR


Did I miss any thing?

Not sure how a low trans fluid or power steering system (moving steering wheel in reverse) could cause the motor to stall

I suspect you have a whacked electrical system

Start at the battery and make sure it have good juice and ALL the electrical grounds including the negative terminal at the battery are good

Get under and disconnect the electrical connector to the trany and re connect it solidly...while down there inspect all the wires and cables you can see for broken and crushed evidence

Same in the engine bay... look for evidence that the wireing has been damaged or hacked

Is there and serious high amp stereo system installed...how about a fancy theft control and remote start subsystem hacked into the harnesses?

If this is NOT a troll I apologise but you are posting a lot of wierd things in my opinion

 

Trust me, If your truck is low on transfluid it will stall the truck when you put it in reverse. Had it happen. I found that fix on another post on this site. Search for it!

 

I hear what you are saying Tommy... Of course I have never had this happen because I am **** about checking all the fluids... not a dig on you just saying...grin

I put this into the gotta see it to believe it... there is no logical reason why low fluid level would cause a motor stall in ANY gear unless there is some secret safety feature I missed in the computer logic....

Now don't get all bent about my attitude... I learn new tricks and facts every day... I really am open minded to this so if someone can tell me how low Mercon in a 4R100 can make the torque converter LOCK up enough to stall a V10 I am all ears (well eyes, any way)... It could possible be that the low fluid does not let a forward gear fully disengage before the reverse gear engages... I suppose this could be the answer but I suspect you should be able to hear this fault method and I still don't see how a steering input of any amount would have any reason to cause the trans to stall the motor...

 

Sure there is.
When the trans fluid is low, the pump can suck some air, and then line pressure gets low. There is a valve that will restrict flow to the torque converter when line pressure is too low. When the flow is interupted to the converter, the torque converter clutch release pressure drops, and the lockup clutch drifts on. This locks (or at least partially locks) the torque converter, and if you are not moving, the engine dies. This problem is worse in reverese because reverse has a higher line pressure schedule than forward gears. The higher pressure puts more of a demand on the pump, so it goes to the restriced converter flow earlier than in forward gears.

If you engage forward and reverse at the same time when the truck isn't moving, the engine wouldn't know the difference. It would be exactly the same as being in reverse or forward and the truck not moving. In both cases the engine is turning, the output shaft is not turning, and the torque converter is slipping to prevent the engine stall. What difference would it make if the output is held stationary by both forward and reverse, or held stationary by the truck's brakes? There is no difference.

The steering input is adding to the problem because the engine is already working harder to stay running with the partially applied torque converter clutch. Now add the extra load from the power steering pump, and the engine can't overcome all this load at idle and it goes out.

 

Casey .... everything you say makes perfect sense if the torque converter lock up phase works as you suggest... my understanding is that it is in Freewheel all the time by default and the command to lock is implemented on of two ways...on some systems the lock is electromechanical by solenoids and some system apply a hydraulic pressure...all the systems I ever worked on did not a a way for the TQ to lock by LACK of pressure

Not saying you are wrong...I have not worked on the TQ (or any other internal section) of the 4R100 other then to replace about three of them with new units.... please explain a bit more how a TQ can have the lock up clutch "drift on"

Dang it...now I have to look up yet some more info for my already too over worked brain... where can if find the therory of operation for the 4r100 real fast...

 

fredvon4 iam replying on the troll and yhe weird thins on this truck and all the complaints the stalling stopped when they replaced the iac but now has a lack of power after the reflsh all that has been stated has all been true and am only looking for some advice so this truck does not nickle and dime me to death thanks for the understanding and the help great web site

 

I've never seen a system where a solenoid locks up the torque converter. The 4R100 uses a solenoid to control the hydraulic pressure to the converter to lock the converter. There is pressure that keeps the torque converter clutch off it's mating surface, and if that pressure goes away, such as when the pump isn't keeping up, the cetrifugal head pressure from the fluid still in the converter pushes the lockup piston over to the apply position. Now the friction material is dragging on the cover, which is it's apply surface. That's drifting on.

 

Got it

Thanks and that makes sense

The systems I worked on in the past all used a reverse approach.... like I stated above, the default mode was always freewheel and a positive pressure was necessary to apply the lock up clutch side.... anyway that is how the early Family of Medium Tactical Vehicles (FMTV) was done and is seemed perfectly logical to me so I assumed all such systems would take this approach

learn something new every day.... grin

 

i know this sounds wierd but i had a 99 e350 in the shop and it would only stall in drive. if you would put the van in reverse it would run all day. the fix for the van was the instrument cluster. the instrument cluster communicates to the mlp sensor as to what gear you are in. hard to believe a cluster could cause a stalling problem but it did!!