Fresh Rebuild With A Confusing Problem - Ford Powerstroke Diesel Forum

 
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post #1 of 5 Old 03-23-2014, 07:23 PM Thread Starter
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Fresh Rebuild With A Confusing Problem

Hi all - I have a quick question about my transmission that I'm hoping can be answered easily.
So, here's the story: I have spent the last couple weeks removing, rebuilding and re-installing my 5R110. Just got every thing tightened up last night, and drove it about 30 miles today but on my way home a CEL appeared and the tow/haul light started flashing. I have a code reader, which told me it's picking up a P0741 "Torque Converter Clutch Circuit Performance or Stuck Off" code. I did some research online about it and many are saying that this code appears after having severe torque converter issues or a bad TCC solenoid.

Rebuild specs:
- New pump
- New Red Eagle Alto clutch plates and steels
- Upgraded low/reverse snap ring
- New pistons
- ALL new valve body solenoids
- New Billet triple disk torque converter
- Thoroughly cleaned/polished/flushed
- Filled with Mercon SP

With that said, the possibility of a bad torque converter or faulty TCC solenoid is impossible. Ford's description of the P0741 code is "The PCM sensed an excessive amount of torque converter slippage during normal driving operation".

One thing to note - during reassembly, our manual suggested checking the resistance of the Turbine Shaft Speed Sensor, which should have fallen between a certain range of Ohm's, but ours read wide open. I basically said that if Ford had it in stock, I'd replace it and if they didn't I'd leave it because there was no previous indication that it was faulty. But thinking about it now, could that be the issue? The sensor is sending a signal to the PCM that the torque converter is spinning way faster than the actual vehicle is moving?

Any ideas? Suggestions?
Thanks guys


2003 F250 Super Duty XLT, 6.0L, 225K, Auto Fx4

Engine mods: Upgraded Garrett turbo, Blue Spring, Edge CTS, Bulletproof 5R110, oil cooler, EGR cooler & water pump

Future mods: MBRP 4" exhaust, Bulletproof HPOP & '08 Tow Mirrors

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post #2 of 5 Old 03-23-2014, 08:01 PM
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When the TSS is reading nearly the same as engine RPM that is an indication of a good TCC and a positive reading of lock-up. Do you have any way to monitor TSS and RPM at the same time?

Ford's workshop manual does not list resistance specs for the TSS, ISS or OSS.

-Matt

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Last edited by sinner6.0L; 03-23-2014 at 08:05 PM.
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post #3 of 5 Old 03-23-2014, 08:09 PM Thread Starter
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Quote:
Originally Posted by sinner6.0L View Post
When the TSS is reading nearly the same as engine RPM that is an indication of a good TCC and a positive reading of lock-up. Do you have any way to monitor TSS and RPM at the same time?

Ford's workshop manual does not list resistance specs for the TSS, ISS or OSS.
I don't think so. I know that the program on my laptop that I use to read codes off OBDII vehicles has the capability to read many different temperatures, pressures, etc at the same time but I'm pretty sure it doesn't have an option to monitor the speed sensor.

I can take a picture of the diagram on how to measure the resistance if you want to see it.


2003 F250 Super Duty XLT, 6.0L, 225K, Auto Fx4

Engine mods: Upgraded Garrett turbo, Blue Spring, Edge CTS, Bulletproof 5R110, oil cooler, EGR cooler & water pump

Future mods: MBRP 4" exhaust, Bulletproof HPOP & '08 Tow Mirrors

California Volunteer Search and Rescue Member
Daily Driver: 1999 Jeep Cherokee fully equipped for anything
Special thanks to NOR CAL EVI

Last edited by Kyle1228; 03-23-2014 at 08:23 PM.
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post #4 of 5 Old 06-04-2014, 07:51 AM
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Any update on this?

2005 F250 FX4 6.0 PowerStroke, Dashboss, Swamps 58V FICM, PHP Atlas 40 tune, Tony Wildman Extreme Tune, IPR Coolant filter, ELC Coolant, EGR....nevermind, updated stc, more to come!
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post #5 of 5 Old 06-09-2014, 01:18 AM Thread Starter
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Negative. Here's what I've tried thus far:
- Replaced TSS
- Drained the fluid and popped off to inspect internal wiring harness for any breaks or disconnected wires
- Checked all the pins on the external wiring harness to make sure none were bent
- Removed internal wiring harness, tested resistance to the TCC solenoid and thoroughly cleaned all the connectors
- Removed all solenoids and re-seated to ensure they were all in all the way
- Tested the TCC solenoid to ensure it's functioning
- Tested the wiring harness at the PCM to ensure no shorts or open circuits
- Refilled with Mercon SP and triple checked that it's filled to the correct level

At this point, I have no choice but to assume it's actually something mechanical because I've pretty much exhausted anything else it could be. Though I'm not sure, I think I'm only having issues with reaching "sixth gear", if it's shifting according to normal "hot mode" procedure which is 1-2-3-5-6 with the torque converter clutch. My RPM while maintaining 65mph on completely flat ground is ~2100 and when I let off the accelerator, it drops to ~1500 and starts to slow down the vehicle pretty significantly.

I'm hoping to get into my buddies shop this week to read live data, and to see what exactly the PCM is telling the transmission to do.

Do any of you know if it would be alright to tow about 9,000lbs with an unlocked torque converter? As it is now, the transmission is not showing any signs whatsoever of overheating, slipping, shift lag, clunking/grinding, or mis-shifting. It all works quite nicely except for this lock up issue.

Please reply if you have any questions, comments, concerns, ideas, or suggestions.


2003 F250 Super Duty XLT, 6.0L, 225K, Auto Fx4

Engine mods: Upgraded Garrett turbo, Blue Spring, Edge CTS, Bulletproof 5R110, oil cooler, EGR cooler & water pump

Future mods: MBRP 4" exhaust, Bulletproof HPOP & '08 Tow Mirrors

California Volunteer Search and Rescue Member
Daily Driver: 1999 Jeep Cherokee fully equipped for anything
Special thanks to NOR CAL EVI
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