engine dies when put in reverse
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Freshman User
Joined: Feb 2007
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engine dies when put in reverse
I have strange situation, when I go to put my truck in reverse the RPMs drop and the engine dies. Now this only happens after I the truck is warm and I have been driving it. It does not do this when I get in the truck and put it into reverse first thing only after I have been driving it. It also does not end up stalling if I catch it and get the RPMs back up. Any thoughts on this one?
Post Fiend
Joined: Oct 2003
Posts: 5,903
Likes: 1
From: MICHIGAN
It could be the TC locking but you would think it would do it on forward too.... IDK?
My WAG:
It may be the Trans Range Sensor (TRS) on the side of the tranny is out of
adjustment or needs replacement.The TRS has caused all sorts of unusual
engine/trans symptoms.
My WAG:
It may be the Trans Range Sensor (TRS) on the side of the tranny is out of
adjustment or needs replacement.The TRS has caused all sorts of unusual
engine/trans symptoms.
Senior User
Joined: Jul 2005
Posts: 429
Likes: 0
From: new york
Yeah several times. A reliable tranny shop is hard to come by around here. I had it rebuilt 3 times within the 1 year warranty period. I would get more input from here though before you rip it out and have it rebuilt. This is just my situation.
Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,698
Likes: 2,620
From: SE Florida
This can be caused by low trans fluid, a loose internal filter, an internal leak, or a worn pump.
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Freshman User
Joined: Feb 2007
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Well I guess first I check my fluid level and if that is ok then go get it looked at. I just hope I don't get screwed at a tranny shop.
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Fleet Mechanic
Joined: Aug 2007
Posts: 1,508
Likes: 2
From: The boonies by Dallas OR
It will do it in reverse first. Reverse has a higher line pressure requirement than forward, and if the pump can't maintain pressure the first place you'll see it is at idle speed in reverse. If line pressure drops the torque converter clutch will drift on. If it drifts on enough it will stall the engine.
I thought that the pressure applied to the center of the input shaft locked the torque converter. Line pressure was applied to lock it, and the solenoid released pressure to release the clutch. From what you stated, I must have that wrong.
Is there a hydraulic circuit diagram available for the transmission? There isn't one in the Ford shop manual or an aftermarket E4OD manual I have.
Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,698
Likes: 2,620
From: SE Florida
I'm sure there is a hydraulic schematic somewhere, I had one when I was at Ford. I don't have it any longer.
There is converter apply pressure on one side of the torque converter clutch, and converter charge pressure on the other side. Both of these pressures are fed from line pressure, but limited to 120 PSI. When the pump can't keep up with demand it cuts pressure to the torque converter to maintain pressure to the other clutches. The theory is that the torque converter can still operate without a fresh supply of oil for a short time, but clutches can be destroyed in a couple seconds without pressure.
By the way the circuits work converter charge pressure will bleed off faster than converter apply. Now you have apply pressure forcing the clutch on, the clutch applies, and the engine stalls.
There is converter apply pressure on one side of the torque converter clutch, and converter charge pressure on the other side. Both of these pressures are fed from line pressure, but limited to 120 PSI. When the pump can't keep up with demand it cuts pressure to the torque converter to maintain pressure to the other clutches. The theory is that the torque converter can still operate without a fresh supply of oil for a short time, but clutches can be destroyed in a couple seconds without pressure.
By the way the circuits work converter charge pressure will bleed off faster than converter apply. Now you have apply pressure forcing the clutch on, the clutch applies, and the engine stalls.
Fleet Mechanic
Joined: Aug 2007
Posts: 1,508
Likes: 2
From: The boonies by Dallas OR
OK, now I'm confused a little more now. I didn't realize that the converter had line pressure in it. I thought it was considerably lower.
So if the converter case is at line pressure, where does the higher pressure for apply come from?
So if the converter case is at line pressure, where does the higher pressure for apply come from?
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