any thoughts?
thanks for any info.

Use a paperclip or code reader to check for KOEO or stored codes. Then start from there.

 

mine did this before i had it rebuilt.....but it still dosent shift all that well gonna check my tps also..i didnt think about that

 

could it be the line pressure????? is there a way to increase pressure, or would that cause other issues?

 

I feel your pain. I had my trans replaced with a rebuilt unit and it never shifted properly. It shifted as you rescinded. I replaced the speed sensor and it didn't solve the problem. I've battled this problem for many years and have come up with a couple of possibilities. I'm pretty sure, in my case, that its electrical. In fact, I believe the problem is my battery terminals and plan on replacing them along with both cables. It has also been suggested to me to add a couple of new ground wires in addition to the cables and terminals. I'm also going to check/replace my alternator and voltage regulator. The e4od is comprised of 3 dynamics: mechanical, electrical and hydraulics. If any are compromised, then its not going to work. Its a finicky thing.

 

Check this site. Give them a call, they might have something to try.

http://www.transmissioncenter.net/e4od.htm

Sent from AutoGuide.com Free App

 

im gonna look into punisher valve body...dude seems real helpful and evey body seems to be very happy with it ... price is pretty good

 

http://www.fullsizebronco.com/forum/showthread.php?t=204088

http://www.fullsizebronco.com/forum/member.php?u=32181

 

Hey there everyone. Im sorry for digging up/hijacking this thread.... but I have been a longtime reader of these forums and I have researched every sticky or article I could find on this issue.... Its been a problem for a long time.

I am having a similar problem with my 94 Bronco E40D. I get late harsh shifts from 1-2-3-4. I also get harsh downshifts as well. Im certain that it is going into "limp home mode" intermittently. The problem almost always comes up when the car has sat for a few hours in hot or warm weather. In cold weather its usually not AS common. However it will occasionally go into limp home all the sudden even in cold weather. I have had the truck into a xmission shop a couple times and they have pulled what codes they could find.

So far I have replaced the VSS, the TPS, the MAP sensor, and I did a fluid swap last year. I still have the same problems so I figured now was the time to ask for any additional suggestions? Or maybe just point me to some posts I might not have seen yet? Thanks everyone. Glad to finally have joined.

 

...I am having a similar problem with my 94 Bronco E40D. I get late harsh shifts from 1-2-3-4. I also get harsh downshifts as well. Im certain that it is going into "limp home mode" intermittently. The problem almost always comes up when the car has sat for a few hours in hot or warm weather. In cold weather its usually not AS common. However it will occasionally go into limp home all the sudden even in cold weather. I have had the truck into a xmission shop a couple times and they have pulled what codes they could find.

So far I have replaced the VSS, the TPS, the MAP sensor, and I did a fluid swap last year. I still have the same problems so I figured now was the time to ask for any additional suggestions? Or maybe just point me to some posts I might not have seen yet? Thanks everyone. Glad to finally have joined.

yo denverBronco,

WELCOME!
It's always better to start a new post.
As rla2005 advised the original poster, Check for Codes
a Self Test for Diagnostic Trouble Codes (DTC)s by my pal, BroncoJoe19
http://broncozone.com/topic/14269-code-reader/?&pid=74587&mode=threaded

the Check Engine Light (CEL) comes on when the electronic engine control system is not working properly. The check engine warning indicator comes on briefly when the ignition switch lock cylinder is turned to ON, and should turn off when the engine starts. If the check engine warning indicator does not come on when the ignition switch lock cylinder is turned to ON or if it comes on while the vehicle is moving, the system is malfunctioning
If the CEL does not light up at all when starting it; then suspect that bulb is burnt-out or loose, socket was damaged by PO or shop, etc. or someone removed it, which does happen, unfortunately.

Is the Transmission Control Indicator Light & Switch (Overdrive ON-OFF) Blinking when the issues are present?

 

yo denverBronco,

re; "...it was in the shop last, the did say that the VSS was throwing a code and replaced it like I mentioned..."

Good reason to check for codes again;
a VSS Code could signify;
DS1 DIAGNOSTIC TROUBLE CODE (DTC) 452:
DTC 452 indicates the PCM detected an error in the PSOM output signal during the last 40 warm-up cycles.

Possible Causes & Tests that the shop Should have done before merely replacing the VSS:
Damaged Rear Anti-Lock Brake System (RABS).
Damaged PSOM.
Damaged harness circuits.
Damaged PCM.

Typical Codes

DTC 27, 29, 452, P0502, P0503, PO716, PO718; Insufficient input from VSS.; "...A more difficult problem to identify is a VSS that works, but sends out the wrong signal for a given vehicle speed. In some cases, a wrong reading from the VSS may still cause a code to be set. For example, if the VSS signal tells the computer the vehicle is traveling 60 miles an hour, but the throttle position sensor and MAP sensor tell the computer that the engine is idling, the computer will be confused. And a confused computer should set any of the following codes: Ford 27, 29, 452. On a vehicle that uses the VSS as a safety device, a defective sensor may send out a wrong "too fast" signal, shutting down fuel flow at the wrong time. Although this doesn’t happen often, it can be a difficult problem to identify. The customer will probably describe it as a random or intermittent sudden loss of power and poor performance, onlyto have the engine resume normal operation. Routine diagnostic checks of the engine in the shop won’t show any problem because there isn’t a problem with the engine or the ECM..." read more
Source: by wellsmfgcorp.com
DTC 29 & 452 Erratic Harsh Shift; PSOM Operates Correctly; "...Continuous Memory DTC 29 indicates that during the last 80 warm-up cycles, the PCM detected an error in the PSOM output signal. DTC 452 indicates the PCM detected an error in the PSOM output signal during the last 40 warm-up cycles. his procedure EXACTLY, from the Ford TSP/PCED..." READ MORE
Source: by SigEpBlue (Steve) at FSB http://fullsizebronco.com/forum/showthread.php?t=161210&highlight=psom


DTC 452 Erratic Harsh Shift; PSOM Operates Correctly, OD light blinks in a 95; "...test the other sensor and it is way out of wack 1855Ohms. So this has to be the problem. Tomorrow I will replace it with a new one from the ford dealer..."
Source: by miesk5 and JRose 89 at Ford Bronco Zone Forums

 

yo denverBronco,

........snip

Source: by miesk5 and JRose 89 at Ford Bronco Zone Forums

Thanks for your detailed response. I really appreciate it.

So the jyst of that sounds like I need to definitely check for additional codes. Thats interesting, so even the ABS system could be tied into that problem?

I will try to do some more self diagnosis and see if I cant pull some more codes this weekend. Thanks again for the help.

BTW..... last night it DID start to shift all wonky on the way home. I checked the overdrive indicator and it did NOT light up.

 

yo denverBronco,

Next time in Bronco, see if the the Transmission Control Indicator Light (Overdrive ON-OFF) come on when pressing switch.

Is the Amber (yellow to some) dash light on while driving?
The 4-wheel anti-lock brake system is self monitoring. When the ignition switch is placed in the RUN position, the anti-lock brake electronic control module will perform a preliminary self check on the anti-lock electrical system indicated by a momentary illumination of the amber ABS warning light in the instrument cluster. During vehicle operation, including normal and anti-lock braking, the anti-lock brake electronic control module monitors all electrical anti-lock functions and some hydraulic operations.

 

Took a look this morning. The TCI does come on when you press the OD on/off switch. Goes off when pressed again. The amber light on the dash is NOT on while driving. None of the lights come on or flash or change at all when the transmission goes into "limp home."

Based on some other threads, I think I may take a look at the Manual Lever Position Sensor next.

 

Hey meisk,

Sorry to hijack from denverBronco:

I've got a 95 with 302, E4OD, with 139K on the clock. Mine is exhibiting the hard 1-2 Shift, 2-3 hard shift/half shift (not as hard as the 1-2), and the 3-4 hard shift (still not as hard as 1-2 or 2-3, but still noticable). From research, I know it's considered "limp mode." It started about a week after I put 33s on the truck without resetting the PSOM. I have done the following:

*Pulled codes and got only a 628 KOEO Code for Excessive Torque Converter Clutch Slippage. This led me to try the next step.
*Trans fluid drain and filter change. I drained about 12 quarts of fluid from the torque converter and the transmission. I inspected the pan magnet and found no chunks or fragments and there was a somewhat normal amount of shavings on it. Also, it looks like the filter dropped and was riding in the pan for a LONG time. The fluid was very gray looking as well.
*Reset the PSOM to the Conversion Constant required for the exact size of my tires.
*When I first got the truck, I replaced the VSS on the rear pumpkin to try to get rid of my ABS light on the dash. It didn't alleviate the ABS light and I kept the new VSS in. I still have the original VSS and have not tried swapping it back in. I may try to do that this weekend. Note: I replaced the ball joints in March/April this year and destroyed the passenger ABS sensor, but have not replaced it. I had no shift issues after that, so I can rule out ABS, right?
*I've tried pulling the battery cables and hard resetting the computer to clear the codes. From what I've been experiencing, it seems to happen after about 20 miles of driving. It could be shifting just fine, I'll stop at a light, and when I leave, it'll go into limp mode.

Is it time for a rebuild? If I have to drop the trans to swap a TC, I might as well go all the way.

Please, let me know and sorry for hijacking this from denverBronco!

 

yo JON,
I guess it's ok; beccause Denver 'Jacked this thread too:histerica

Limp Mode; "...happens when the vehicle computer recognizes a problem in it's logic. When an expected signal value from a sensor is sent to the computer and is not within the computer's programmed specifications, "secondary" programs are activated by the computer to strive to protect the transmission from damage the improper sensor signal might cause to occur. In other words, the computer is always expecting certain signal values from certain sensors i.e. the temperature sensor, the speed sensor, the throttle position sensor, etc. As long as these signals are what it would normally expect for the conditions and is normal based on all the other signals it is receiving from other sensors, it acts normally and accordingly..." read more
Source: by Greg O at autotransinc.com - site is gone - via webarchive.org
http://web.archive.org/web/20040205144343/http://www.autotransinc.com/limp.htm

Transmission Control Indicator Lamp (TCIL) Flashing Diagnostic Trouble Codes 62, 628 and/or 1728 & transmission shifts hard TSB 98-4-19 for 90-96
by Ford via miesk5 at http://web.archive.org/web/20111118.../20111118012415/http://home.comcast.net/~miesk5/technical_service_bulletins.htm

This TSB article is being republished in its entirety to correct the vehicles listed. ISSUE: Some vehicles may exhibit a flashing Transmission Control Indicator Lamp (TCIL) and Diagnostic Trouble Codes (DTCs) 62, 628, and/or 1728 may be stored in memory. These DTCs can be set by any internal transmission element slippage or potentially by torque converter slippage. ACTION: Refer to the following text when servicing these codes. NOTE: WHEN SERVICING A VEHICLE WITH A FLASHING TCIL WITH DTCS 62, 628 AND/OR 1728, DO NOT REPLACE THE TORQUE CONVERTER UNLESS PROPER DIAGNOSIS HAS PROVEN THE TORQUE CONVERTER TO BE THE CAUSE. Always verify the customer concern. Proper diagnosis for DTCs 62, 628 and/or 1728 may require talking to the customer to find out if there were any other symptoms associated with the TCIL flashing, (i.e., shift concerns, erratic/early/late, proper torque converter operation, etc.), prior to noticing the TCIL flashing. Prior to transmission repairs for DTCs 62, 628 and/or 1728 or investigating other causes, repair all non-related transmission DTCs first, then repair all other transmission DTCs other than 62, 628 and/or 1728. Some of the other causes that may result in DTCs 62, 628 and/or 1728 are as follows: - Aftermarket modifications (i.e., performance enhancers, electrical modifications, etc.) - Missing shifts (some/all) - Transmission fluid leakage (internal and/or external) - Erratic shift timing - Valves, springs or retainers in the main control/accumulator body not assembled correctly, binding or sticking - Check balls missing and/or mislocated. Damaged, unable to seal/seat properly - Higher or lower than normal line pressure - Transmission fluid restrictions and/or level - Erratic/inoperative vehicle speed and/or rpm sensor - Poor engine performance concerns Any vehicle system concerns that could cause the strategy to detect a perceived internal slippage or change in the expected rpm of internal transmission rotating components may cause DTCs 62, 628 and/or 1728 to set. NOTE: ONCE DTCs 62, 628 AND/OR 1728 SET, OTHER TRANSMISSION FUNCTIONAL DTCs MAY NOT SET..."


DTC 628; "...I did things in a stupid-simple way when the 628 came up: I tapped into the TCC line, and attached a voltmeter between that line and chassis ground. While driving, I could watch for it to go between zero volts (meaning the PCM was commanding the converter to lock) and battery voltage (meaning the converter should be unlocked). It sounds counterintuitive at first, but that's a matter of perspective, I suppose. Anyhow, if you see the PCM trying to lock the TCC and nothing happens to the engine speed, or if you can give it a little more throttle and the engine speed rises while it's commanded to lock, then you're assured a problem exists. If there was an electrical problem, then the PCM should also be giving you a code 627 as well. The 628 indicates excessive converter slippage. At a steady cruise, say your 60 mph, if you tap the brake the engine speed should rise slightly, and then come back down as the TCC re-engages. This condition can be intermittent, and it's more of a mechanical problem than an electrical one. The fix for a slipping TCC is to replace the torque converter and stator shaft seal, nothing more. You'd be out a little over a hundred bucks probably, and a few hours' labor, if you get one through a reputable transmission shop. I wouldn't buy anything but an OE-type replacement. You may even be able to get a Motorcraft/Ford replacement through a local dealership, but I've no clue how much their price would be..."
Source: by SigEpBlue (Steve) at http://fullsizebronco.com/forum/showthread.php?t=167113

Solenoid Resistance Tests in a 95
Source: by Ian L (stangmata, stangmata50l, Bronco) at http://www.fullsizebronco.com/forum/showthread.php?t=47918&highlight



Solenoid Overview, DTC (s), Connector Pin-Out Diagram, Operation Chart, etc.: "...The powertrain control module controls the E4OD transmission operation through four on/off solenoids and one Variable Force Solenoid. These solenoids and transmission fluid temperature sensor are housed in the transmission solenoid body assembly. All are part of the transmission solenoid body and are not serviced individually. Additionally, in 1995, the protection diodes that were on the solenoid body have been moved to the PCM. Refer to the following information for the functions of these solenoids. The four on/off solenoids operate in the following manner: When the solenoid is off, the fluid pressure feed is blocked by a check ball. The check ball is held in place by the solenoid piston. When the solenoid is turned on by the PCM, the piston is pulled up, releasing the check ball and allowing fluid pressure to be applied to the check valves and/or other components controlled by the solenoid. The Electronic Pressure Control solenoid is a variable force solenoid. The variable-force type solenoid is an electro-hydraulic actuator combining a solenoid and a regulating valve. It supplies electronic pressure control which regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and the line modulator circuits. These two pressures control clutch application pressures. Symptoms: Failed on — minimum electronic pressure control pressure (minimum transmission torque capacity). Limit engine torque (partial fuel shut-off, heavy misfire). Flashing transmission control indicator lamp. Failed off — maximum electronic pressure control pressure, harsh engagements and shifts. May flash transmission control indicator lamp. DTC 624,* 625,* P1746,* P1747.* CAUTION: The electronic pressure control pressure output from the variable force solenoid is NOT adjustable. Any modification to the electronic pressure control solenoid will affect the transmission warranty. (*Output circuit check, generated only by electrical condition.) Torque converter clutch solenoid provides torque converter clutch control by shifting the converter clutch control valve to apply or release the torque converter clutch. Symptoms: Failed on — engine stalls in drive at idle low speeds with brake applied or manual 2. Failed off — converter clutch never engages. May flash transmission control indicator lamp. DTC 629,* P0741,** P0743,** P1743, P1742, P1744. (*Output circuit check, generated only by electrical condition. **May also be generated by other non-electronic related transmission hardware condition.) The Coast Clutch Solenoid provides coast clutch control by shifting the coast clutch shift valve. The solenoid is activated by pressing the transmission control switch or by selecting the 1 or 2 range with the transmission gearshift selector lever. In manual 1 and 2, the coast clutch is controlled by the solenoid and also hydraulically as a fail-safe to ensure engine braking. In reverse, the coast clutch is controlled hydraulically and the solenoid is not on. NOTE: On certain applications, the coast clutch is controlled by the PCM in the overdrive position (TCS OFF) in gears 1, 2, and 3. Symptoms: Failed on — Third gear engine braking with (D) range selected. Failed off — No third gear engine braking in overdrive cancel. DTC 626,* 628,** 643,* 652,* P0741,** P0743,* P1754.* (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.) Shift solenoids 1 and 2 provide gear selection of first through fourth gears by controlling the pressure to the three shift valves; Shift Solenoid 1: Symptoms: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp. DTC 617,** 618,** 619,** 621,* P0750,* P0751, P0781,** P0782,** P0783.** (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.) Shift Solenoid 2: Symptoms: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp. DTC 617,** 618,** 619,** 622,* P0755,* P0781,** P0782,** P0783,** P0756. (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.)..." ..." READ MUCH MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at
http://www.supermotors.net/registry/media/704885

Solenoid Pack Connector Pin-Out Diagram
Source: by Ryan M (Fireguy50) at http://web.archive.org/web/20101221145039/http://fordfuelinjection.com/files/Trans_harness.gif

This is from the 1994 PCED OBDI-A by Ford for 628
http://www.thedieselstop.com/faq/9497faq/maint/vra/vra06116.htm#ppttg90
Read it all;
EXCERPTS:
DTCs 62/628 indicate excessive converter clutch slip detected.
Possible causes:
Intermittent harness continuity.
Damaged Manual Lever Position (MLP) Sensor.
Damaged shift solenoid.
Worn friction elements.

TG90 PERFORM DRIVE CYCLE TEST
Run Key On Engine Off (KOEO) Self-Test and record all Continuous Memory DTCs displayed.
Clear Continuous Memory (refer to Quick Test Appendix, Section 5A).
Note: Obey all traffic laws.

4R70W, AODE, CD4E, E4OD and AX4S-3.2L SHO Drive Cycle:
Gear position in DRIVE range, press the Transmission Control Switch (TCS) (the Transmission Control Indicator (TCIL) should light) and moderately accelerate from stop to 40 mph. This will allow the transmission to shift into third gear. Hold speed and throttle opening steady for a minimum of 15 seconds (30 seconds for altitudes above 4000 feet).
Press TCS (the TCIL should turn off) and accelerate from 40 mph to 50 mph. This will allow the transmission to shift into fourth gear. Hold speed and throttle steady for a minimum of 15 seconds.
With transmission in fourth gear and maintaining steady speed and throttle opening, lightly apply and release brake (to operate stop lamps). Then hold speed and throttle steady for at least an additional five seconds.
Brake to a stop and remain stopped for a minimum of 20 seconds with transmission in drive. Repeat drive cycle at least five times.
Rerun KOEO Self-Test and record all Continuous Memory DTCs.

 

yo JON,
I guess it's ok; beccause Denver 'Jacked this thread too:histerica

:shrug

So over the Holiday weekend the truck started doing something new.... perhaps this can help nail down the cause of my problem.... I was on a long drive in the mountains and sure enough the truck eventually went into "limp home" on the way back. This morning though, when I started her up and got ready to go to work, I noticed a change. Normally after the truck has sat and cooled down overnight, when I start it back up, she drives just fine like nothing is wrong at all.

Today however, rather than getting the late/high/firm shifts that are familiar to me as a symptom of "limp home" mode, I was getting really abrupt quick shifts. They were not the hard "BANG" shifts that I often notice when its limping.... these were very quick shifts, and while I did feel a noticeable "thunk" as she shifted, it was more like a trans with a shift kit. Deffinitely not the normal smooth shifts I get most of the time. In addition, I am fairly sure that I noticed a little bit of power loss this time in the lower gears. Hard to say for certain, but it felt a little bit like it was bogging in 1rst off the line.

I was hoping that at least this new change might help point to some more specific components to look at????

EDIT: More strange behavior at lunch today. Still experiencing the quick firm shifts. When I got to my office I noticed that in first gear it was idling high. I was having to brake pretty hard to keep the truck from moving forward when I parked. I put it in park and it continued to idle really high. Around 1300 RPM. I killed the engine and turned the key off. Then I restarted it and the idle returned to normal. Very strange behavior indeed. It has to be something electrical.

 

Hey meisk,

I may just try to replace the MLPS as there's a lot of play in it.

I don't have any flashing come from the TCIL. The light works when I press the TCS and, at speed, I notice a change. Also, when at speed (anywhere between 40-50), if I tap the brake lightly, the RPMs will jump a bit and then return a few seconds after I release the brake.

If I can hold off dropping the trans and pulling the converter, I'd like to wait as long as possible.

Also, I was looking into the Punisher Valve Body from Paul before my transmission became troublesome. May just go that route just to see.

I did see something above about a C6 swap into a 95... it so happens that I have a C6 from an '87 Bronco... hmm.

 

The E40D in my 94 started acting up a few months after I bought the Bronco. I knew a trans. rebuild was coming. A friend at Ford told me to change the MPLS with a new one from Ford. Installed the new MPLS all the shifting issues went away. No issues in the last 10 yrs. current mileage 233K.
Kenny

 

This is the next issue I will be looking at. I got sidetracked dealing with emissions issues and had to table the transmission woes until I could get my sticker. But Ill be looking into this next I think.