Dealing With That Annoying Ratio Code!: F4E-III/FN-4AEL

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F4E-III/FN-4AEL

Dealing with that


Annoying Ratio Code! by Lance Wiggins

Check for wear on the

R
atio codes can be very pump cover surface
difficult to diagnose
because of the many
different components that can
cause them. Diagnostic trouble
codes P0781, P0782, P0783,
P1731, P1732 and P1733 all indi-
cate incorrect ratios, but with no
specific gear. Diagnostic trouble
codes P0741 or P1728 are also
ratio codes, but it’s easy to mis-
take them as strictly being torque
converter codes.
In some cases you may even
get codes pertaining to solenoid
operation, solenoid performance,
or solenoid failure with an aster-
isk next to it saying: “*this code
could be a mechanical concern.”
The PCM looks at the shift
timing, If the shift is too early or
too late, and the problem occurs
between three to five time con-
secutively, it’ll set a code. The
PCM has a window for a specific Figure 1
shift time. Once the timing is off • Seals and gear provide the volume of fluid
one way or the other, a code sets. In • Drums required to charge the torque converter,
most cases the customer will never feel • Speed Sensors valve body, cooling system, lubrication
the difference, so they bring the car to • Accumulators system, and clutch pistons. The pump
your shop to check the code. You check support and gear is shaft driven by the
the code, clear it and take the car for torque converter cover.
the test drive. And you guessed it: no Reprogramming The side clearance should be no
problem found. First and foremost, always check more than 0.0015"; 0.002" or less is
This is why ratio codes are so diffi- for updates to the computer. 80% of the preferred. Any wear in the pump gear
cult to diagnose. But with some simple time, reprogramming the computer will housing can reduce volume, which
checks you can easily track down and fix the problem. To check for Ford-spe- causes the pressure to drop (figures 1
repair the problem. The following are cific calibrations, go to the Motorcraft and 2).
some areas to look at when diagnosing web site, www.motorcraft.com. This One way to verify a pump or a
ratio codes: will save you a lot of valuable time by pressure control problem is to discon-
• Reprogramming keeping you from chasing ghosts. nect the electronics from the transmis-
• Pump Assembly sion, putting the unit into failsafe mode;
• Filter The Pump Assembly forcing maximum line pressure.
• Valve Body Wear The pump assembly, support If disconnecting the electronics

10 GEARS September 2008


raises pressure to the maximum 250-
300+ PSI, both the pump and pressure
control system are working properly.
If the pressure doesn’t rise, rev
the engine to between 1500 and 2500
RPM. If the pressure rises with the
higher RPM, the pump is working
properly, and is capable of deliver-
ing the necessary volume. If pressure
remains the same at the higher RPM,
look for a pump volume problem.

The Filtering System


If you’re performing a transmis-
sion repair for a contamination-related
failure, always use a new filter (figure
3) and grommet. Many people think
that simply cleaning a screen filter will
work, but this isn’t always the case.
Small particles can become lodged in
the screen and restrict flow, causing
slips and ratio errors.
Figure 2
Even during the initial diagnosis,
it’s a good idea to remove the pan to
check for metal or contamination in the
pan. If that’s the case, always remove
the screen and inspect it. It may be
clogged or restricted. This will cer-
tainly throw your pressure readings off,
and could send your diagnostic routine
in a different direction.

The Valve Body


The valve body consists of four
sections: the upper valve body, the
main valve body, pre-main control
valve body, and the lower valve body.
The main valve body contains the elec-
tronic pressure control solenoid. The
EPC, pressure regulator valve and the
line pressure modifier valve can all be
suspect when dealing with ratio codes. Figure 3
No line rise can be caused by a a damaged spring (figure 4). The line sible for modulating the EPC pressure
sticking line pressure modifier valve or pressure modulator valve is respon- and distributing it to the appropriate

Figure 4
GEARS September 2008 11
F4E-III/FN-4AEL Dealing with that Annoying Ratio Code!
valves.
A high-pressure or low-
pressure problem can be
caused by the pressure regu-
lator valve assembly (figure
5). Always inspect the valves
during disassembly. Check the
valve for scoring and make
sure the valve bore is clean of
debris.
Wear in the 1-2, 2-3, or
3-4 shift valve assemblies
can cause ratio codes simply
by not allowing the valve to
stroke properly, slowing the
shift timing to more than the
PCM is expecting.

Clutch Pack, Seals


and Drums
A bad seal or drum can be
a difficult problem to diagnose
(figure 6). Some areas to look
at are the sealing surfaces of
the piston and drum assembly.
A slipping forward clutch can
cause sluggish engagements
into drive. Here again, know-
ing what’s applied will help
you diagnose this unit quickly.
In most cases the clutch
friction material is worn out
and the fluid is badly burnt.
This of course is the easy part
of the diagnosis, but clutch
wear could be more of a symp-
tom than the root cause of the
problem. If the transmission
you’re working on has mul- Figure 5
tiple clutch pressure taps, take
advantage of as many of them as you
can to aide in your diagnosis.
You may find a forward clutch has
150 PSI and is steady while the direct
clutch is at 125 PSI, this could indicate
a problem in the direct clutch sealing
areas, piston seals, return spring, or
drum surfaces.
This unit also has a small, screened
orifice that threads into the case, in the
2-4 servo apply passage. Make abso-
lutely sure the orifice is clear of any
debris and installed correctly. (Figures
7 and 8).

Speed Sensors
The vehicle speed sensor (VSS)
is located above the differential on the
transmission case. The VSS drives a Figure 6

12 GEARS September 2008


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F4E-III/FN-4AEL Dealing with that Annoying Ratio Code!

Figure 8

cable that leads to the instrument cluster; the instrument


cluster generates a DC signal and sends the signal to the
PCM (in some cases the VSS generates the signal and
sends it directly to the PCM).
The TSS sensor provides turbine shaft speed informa-
Figure 7
tion for torque converter clutch (TCC) control strategy.
The information is also used in deter-
The TSS sensor provides turbine shaft speed mining static electronic pressure control
information for torque converter clutch (TCC) (EPC) pressure setting during shifts.
The values included here (figure 9) are
control strategy. The information is also used in approximations; the important thing is
determining static electronic pressure control to make sure the frequency rise is linear
(EPC) pressure setting during shifts. and smooth.

14 GEARS September 2008


Figure 9

If the VSS or TSS fails, all or some or erratic pressure rise. proper frequency. Why check it both
shifts may be missing, or you may When checking these sensors, ways? Because the sensor could be
experience erratic shift patterns, stall- check the voltage signal with your developing a good voltage signal, but
ing when you put the transmission into meter to AC or DC, depending on the the frequency could be erratic or out
gear, late or early shift speeds, no TCC, type of sensor. Then check it again for of specs.

GEARS September 2008 15


F4E-III/FN-4AEL Dealing with that Annoying Ratio Code!

A ratio code
from a F4E-II/
FN-4AEL can be
a scary thing;
there’s not much
information in the
code, and there
can be a whole
world of different
causes. But in
most cases, that
ratio code traces
back to a simple
transmission
problem…

Figure 10

Accumulators
The accumulators and springs
aren’t interchangeable. The springs are
different lengths and the accumulator
pistons are bore specific (figure 10).
They also need to be installed into the
case correctly (figure 11).
A ratio code from a F4E-II/FN-
4AEL can be a scary thing; there’s
not much information in the code, and
there can be a whole world of different
causes. But in most cases, that ratio
code traces back to a simple transmis-
sion problem… a problem that you’re
more than familiar with diagnosing
and repairing. It just takes a little care
and understanding to trace it back to
its source.

Figure 11

16 GEARS September 2008


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