I was told that the 4/3 circuit fault (which is a code 62) is a common thing on an E4OD because it sets it off if the puter if the engine has over a 500RPM change while in OD. The EPC fault is when the computer tells the tranny to put full pressure on the lines and this is caused by, you guessed it, the tranny slipping in OD.


code 62 is for excessive tcc slippage
again there is no such thing as a 4/3 circuit or 4/3 fault
and there is no 500 rpm threshold either the tcc will only decrease rpm approximately 250 rpm when it engages ,and any slippage that exceeds 50 rpm or above will set a ratio error code
and the e4od is not known for slippage in overdrive if it does so enough to set a ratio code the clutches are history
you still didnt list the other code
and the processor will not increase line pressure just on a slip , when it senses excessive slippage an any gear command it defaults to failure mode effects management
and puts epc to maximum pressure and the processor has no way of knowing what the pressure actually is there is no feedback transducer in this system if you have an epc fault code it can only be an electrical issue with either an open or shorted circuit
i have repaired all of fords automatics so far and the e4od is a good trans
the biggest problem i see is cheap repairs you get what you pay for and if you have one rebuilt for less than about $1200.00 it is a poor rebuild at best
i am currently rebuilding a 97 with 247000 original miles its amazing what maintenance will do for one

 

I guess thats why they quit using them, cause they were so good. I just spent $2500 on a rebuild and less than a month later it isnt worth crap. Yeah the shop will repair at no cost, but I am out of my truck again, good thing it isnt a work truck where I am losing money huh?? I am glad that youhave a 97 with 247,000 moles on it and it is just now needing a tranny. I have a 93 with 200,000 on it and it is on it 4th tranny, two of them ford factory trannies. IMHO it is a peice of crap and I am ready to seel the truck and buy another brand because of it. Mine is broken, my sons 2008 with 50,000 has broken 3 times and never towed nothing, my brother in laws has 100,000 on it and has been in the shop 3 times with trannie problems and he has towed with his, a lawnmower buisness. My Father in laws has 18,000 on it and it has already had a tranny rebuild. Great trannies huh.

 

Good information from ford trans tech. I would like to understand more. The only way that I can see that the trans could detect slip in the torque clutch would be if the signal from the rev counter showed a different speed to that from the vehicle speed sensor. Is this correct? If so then a fault in either of the sensors could lead the computer to throw a false code. Right? Wrong?
Just interested and for the record I haven`t got an E4OD.

 

You and I must have posted at the same time. Sorry to hear about your transmission woes. My truck has the old C6 and even before reading your post I would not have swopped for any of the modern electronic marvels.

 

Mine will have one soon I guess.

 

What kind of maintenence/schedule do you recommend?
I've been meaning to ask you this since I got my Powerstroke.

 

the fluid should be changed every 30,000 miles , less with heavy towing
and yes on the idi equipped with e4od the tach sensor and the speed sensor are the processors only way of measuring engine speed to output speed
durnzuki a 2008 doesnt have an e4od
maybe you guys need manuals with your luck

 

ford trans tech i have a question to ask you. my od light is blinking as of right now, with a tach sensor that reads good. how come if i take the sensor out of my other truck that only starts reading after the engine gets over 1500 rpm's the od light does not come on at all? that just doesnt sound right to me, that it blinks with a sensor thats good and not with a sensor thats bad.

 

Do any bands need tightened or anything like that?
I know virtually nothing about automatics.
I've had good luck with TF727s, TH350s, TH 400s and even the 700R4 in my wife's Suburban but I feel like I should take EXTRA care of the E4OD in my Powerstoke.
It seems the low-end torque of a diesel is harder on auto's than a gas motor is.
What do you think?

 

im not 100% sure on the e4od, but i dont think so. now on the c-6 there is an exterior adjustment on the side of the trans for the band.

 

j tate , the sensor you believe is good is most likely bad , the tach sensor has a lower sampling rate than the pcm
while the tach seems to work right the signal can be erratic from the sensor to the pcm
and the pcm also averages the signal and relays that to the tach
the tach receives processed information
your other truck most likely has a tach issue that requires 1500 rpm to function
here is a quick test to see if it is working properly
there are two EEC test modes for the IDI E4OD the first is teh key on engine off self test it check for hard faults then a seperator code and finally and memory codes
the other test is key on engine running test it starts by emitting a code 50 indicating a diesel engine followed by any hard faults
now the only way the processor knows which test is being performed is by the tach sensor
if there is no tach signal it performs the key on engine off self test
when it sees a tach signal it performs the key on engine running test
so if the engine is running and teh processor enters the key on engine off test that indicates no output from the tach sensor
as many as i have replaced over the years i always replace it when ther is a code 14 present

 

dodge cummins
the E4OD/4R100 are both non syncronized transmissions that use a series of clutches and two overunning one way clutches there are no bands to adjust
the only band is for manual 2nd to achieve engine braking
good fluid is the key to transmission longevity
the unit i mentioned earlier with 247,000 original miles had very little wear , the reason it had to be rebuilt was the internal seals were worn out and bypassing pressure
fluid breakdown is the main cause of failure in any trans and also note that while it may look very red in color it can still be suffering from breakdown or better know as degradation
and that old myth that you shouldnt change fluid in a high mileage unit was true 40 years ago but not now , fluid has changed , and seal and other materials have also changed drastically so by not changing it gaurantees it will fail

 

Thanks for the GREAT info.!
Here comes my next boatload of questions.

 

What do you feel the MAX temp the trans. should run at?
I know the "normal" recommendations but what do you think?
What fluid do you recommend?
Is synthetic worth it?

 

max temp 220-230 this is max in my opinion based on experience
ideal would be 200 degrees max
fluid mercon V has proven well so far it is a blend
my experience with full synthetic is bad
it has lower viscosity and causes premature bushing wear and failure
here is a simple test pick up a bottle of regular fluid and shake it and notice the feel of the sloshing fluid and note how long it takes to settle
then do the same with a bottle of full synthetic