my transmission does fine until it hits between 3000 and 3500 rpm, then it will not accelerate and the motor revs like it is in neutral. if you are on the freeway and go to pass , the trans drops a gerar and then the motor spins up but the truck does not accelerate, let the rpm drop to 3500 and thenm it goes,

2001 5.4 , any ideas?

 

Bad torq converter maybe>?

 

Have you checked the fluid yet? Level, color, and smell can all be good indicators. What have you got? As rpms increase HP increases while in the rpm range specified torque stays fairly consistant. If there is slipage in all gears after a certain rpm I would suspect line presure droping. Milage and maintenance are just a few of the factors. Need more information.

David

 

fluid is good, i just replaced the filter to eliminate that. trans was rebuilt at 65K miles , currently has 93k. it always slips between 3000 to 3500 in every gear.

i went camping this weekend and pulled a 21 ft travel trailer, 210 miles one way, just fine, as long as rpm did not go over 3500 rpm.

i have a 5.4 with a vortech supercharger, and an autologic chip from vortec. i also just started thowing a p1405 code, installed new air cleaner and retighten all hoses, code did not reappear for 174 miles, but the trans started acting up way before the code. no other codes are showing except a po605 which i am told always throw when it has a chip, this code does not set the check engine light.

i need to fix the egr first just to eliminate that.

 

Hey Brother, you make me chuckle a bit.
The 605 code is a hose off the DPFE.
Ya know that under about 3000 rpm your not getting very much boost from the blower.
Hows come you tow with a known trans problem? You like having them rebuilt often?
Maybe the trans is now slipping when the blower tries to make boost power. The slipping would be about right when the blower is starting to get with the show.

 

the p0605 code

https://www.f150online.com/forums/sh...ighlight=po605

p1405 code

https://www.f150online.com/forums/sh...ighlight=p1405

the reason i towed with a known problem is that i had the trip planned for 6 months, the truck drives fine under 3500 rpm, i changed the trans filter before i left, 99 times out of 100 (in my experience) if the trans is phucked....it is phucked. if a fluid and filter change dont fix or correct a problem..it is rebuild time

i removed all of the hoses related to the blower, cleaned all the oil and dirt off and reinstalled and tighted all clamps ( 1 month ago).


would a clogged or non working egr cause the trans to not work properly, espesially with the vortech supercharger?

 

EGR will not affect the tranny shift. Is there any noise when the tranny slips? When the main drive clutch went in my tranny it slipped in the same rpm range as you are describing and made a serious clunk when it reengaged. It seems funny howewever that you can pull a trailer at a lower rpm.

 

In both of your referred links, the replies are incorrect. The poster keeps saying the same thing all the time about these codes.
I have explained to him why he is incorrect and ask him not to keep repeating these replies for people like yourself to believe in.
For example, the DPFE cannot measure pressure drop with out the EGR open to allow some flow for that measurement to take place. What is there not to understand about this? This is how any 'differencial drop is measured'
Secondly,the DPFE does no commanding of anything. It is only a sensor that reports the flow rate detected back to the computer as either in, at or out of limits.
The EGR is operated by commands from the computer and only at certain times and conditions. Never at idle, never at heavy throttle openings, never at the RPM you have your problem at, never at WOT. Further, the EGR would never be subjected to positive intake manifold pressure your blower would make under boost conditions.

Ask me how I know and this answer is I run blown car with a MAP sensor no less that uses a special blocking device so the MAP doesnot ever see boost pressures that would drive the computer 'nuts' in simple terms because a MAP in this application is never designed to run at anything less than vacuum.

The EGR is a vacuum operated device and has what could be called a gate valve (EVR) in it's line back to intake manifold vaccum source. The computer opens this EVR to allow vacuum to the EGR. This is certainly not a DPFE control action.
Hope this answers your questions with explainations and examples attached.
If in doubt they can always be proven right from Ford..

 

everything i have read say the the p605 code is:

P0605 INTERNAL CONTROL MODULE READ ONLY MEMEORY (ROM) ERROR

are you saying that is incorrect? or did you get the 2 mixed up in your chuckle? if not what can i do to correct this code?


if i had an egr that was clogged or not working what code would it throw?

P1405 DPFE Upstream Hose Off Or Plugged , this could does or does not involve the egr?

is it possible i have 2 or 3 problems going on and that one does not effect the other, this is really what i am thinking and why i started the post in hopes that someone else had the the same trans problem.

let me restate the question being more specific, could a p1405 or a p0605 code cause the transmission problem i have described?

 

Well your not reading my 'chuckle' very well.
I never addressed your 605 code and I know it it an error. Thats because your tuner software, as written, is not very good.

No, neither EGR system code will affect the transmission 'type of fault' you have.
What you need is a good custom built transmission.
What you don't ralize is that running a blower and towing high gross combined weights is way beyond the capacity of the trans, as stock from the factory, and have it live very long.
What this means is the following possibilities; ballooning converter, clutch pack slipping, band slip, bearing wear and high operating internal temps.
The torque you put to the trans at times of low speeds towing has to move nearly 11,000 lbs and does things 'in' a bit besides what overall everyday abuse it gets from using the blower. The trans was not designed for that.
Take some advice from me on this, I just went through this with a "STOCK" 4.6 towing over 11,000 GCW. That little stock 280 cu/in engine did in a trans!
I now have a custom built trans that has more torque multipliction and even runs cooler by far, shifts very precision and will live under the towing application.
If have to consider this, get to a shop that knows what is going on and not a stock rebuild shop because you will want to consider a diesel application converter to handle the torque plus heavy duty clutch packs and all the goodies or you will have the same thing all over again in a year or so.
A "custom" trans often does not run Mercon type fluids but Dextron III.

I realize my 'chuckle' gets to people but I mean it too to get your attention that things are way deeper that your thinking level is at the present time.
Notice I am not just trying to argue but also offer info you can rely on.
Hint, I am quite a bit older than you so I don't say things in a way that fully relates to most on these boards but say it more direct. Call it the generation gap.
Good luck, you will see the light soon I'm sure.