Glad it's up and running again!

 

Probably remote, but I thought of an "OFF-THE-WALL" possibility. What kind of TFT reading were you getting B/4 changing phones?


There is an OBDII 'Flag' available that indicates the Transmission Temperature system is in FMEM (Failure Mode Engine Management). There are 'several' such flags - some covering things that do not generate DTCs or CEL, but are used by the PCM to limit power / rpm / torque / etc to protect things. (I honestly think some of these are responsible for some forum members 'lack of power' complaints).


FOR FULL DISCLOSURE. Volumes can be written about what I don't know. For one, - IDK if a trans temp sensor fails, or the circuit is open, if it fails high temp or low temp. (I would think HIGH TEMP because many temp sensor voltage goes lower as temp goes up. This IS the case with Engine Oil Temp). But, according to my research, the Transmission TEMP MFEM mode flag is a bit in PID 1105 - although I have never 'witnessed' it active. IT WOULD BE INTERESTING if it showed up POSITIVE on your truck.


Here's what (little) I do know:


PID 1105 (on a 2004 Ford F150 5.4L - and probably others 2004-2008)


Bit 0 = TRAC, 'Traction Assist Control, On=Active/Off=inactive .... (never does anything on my truck - it doesn't have traction control)
Bit 1 = TCC_OT, 'Transmission overtemp Lockup mode, On/Off ... (have never observed 'ON' on my truck)
Bit 2 = TOFMEM, 'Transmission Overtemp FMEM, On/Off ... (Have never observed 'ON' on my truck)
Bit 3 = ????? I do not know the assignment of this bit - and have never observed it 'ON'
Bit 4 = SS1, Shift Solenoid 1 Control, On/Off ... verified on my truck shifting
Bit 5 = SS2, Shift Solenoid 2 Control, On/Off ... verified on my truck shifting
Bit 6 = SS3, Shift Solenoid 3 Control, On/Off ... - never changes on my truck
Bit 7 = CCS, Coast Clutch Control Solenoid, On/Off ... - never does anything on my truck.


You might create a custom PID for bit #2 and verify it is NOT 'ON'.
The Torque formula to test a bit is - byte:bit# enclosed in braces (not brackets). ie: in this case PID 1105, Equation {A:2}

 

My trans fluid temps were always pretty normal and never went above about 200 degrees which was when I was pulling my 24' camper...if I remember that correctly. I'll see if I can figure out how to check that following your directions. Thanks.

 

Oops. Was a little late on prior response. Hell it was a remote possibility anyhow.


Wow. 200 degrees is up there. (I don't guess I've ever seen mine that high - maybe MAX 175-190 pulling a 3500 lb boat). You have tow package / or / a trans fluid cooler.


We added one of those to my Brother's Chevy and it knocked his down pretty good.

 

Yep, I have the towing package with the cooler in the radiator plus a remote one. It was 90 degrees that day and my camper was probably 6500lbs fully loaded. It's been a while since and my memory isn't what it used to be. I've got another trip coming up in a month. I'll check it then.
I created that on/ off pid and I just get a dash so I must not have done something right.

 

Hum, I guess so. Definitely heavier load will generate more heat. Probably spending less time in T/C lockup mode which results in more Torque Converter Slip. Thus constantly 'whipping up' the fluid in the torque converter. BTW. You can see the Torque Converter SLIP in "RPM". (It's interesting to watch - less it is, cooler trans runs.) It is at:


PID 11B8
Torque converter slip
TCS
'RPM'
Equation = (A*256+B)/4




You get a ??? -dash-. That's odd. Our trucks are same model. Make sure you have the Mode ("22") in front of the PID address ("1105") and NOTHING else on that line or it will screw it up. Make sure the equation has "braces" instead of paren or brackets. Other than that, I'd look at the "Test" at the bottom of the PID screen and see if you can tell what's happening.


BTW, use the little "ON/OFF" (Engine ON/OFF) button instead of some other gauge type. I don't know what a digital or analogue gauge would do. I'd think they should display a Zero or One. But I like the little green on/off button for them.

 

I didn't know to put the 22 in front of the PID address. I'll try that. There's already a Torque converter slip PID in there but with a slight different formula. Which one is correct? The equation that's in there already is ((A*256+B)*0.6103).

 

Well, Mine - OF COURSE! Lol (Allow me to explain, and sorry for the long post).


It's interesting that you ask. Brings to mind a couple of very important points - but I do not want to shake every Torque Pro users confidence.

First off, in my exhaustive digging and research into OBDII and custom Ford PIDs, I have found that just about NOBODY knows what they are talking about. Vehicle manufacturers make NO information available. Worse yet, even within FORD models they are NOT consistent. You can't even trust a given PID will work the same on different models _within Ford_. So -- bottom line, I can't say Torque's TCS formula is wrong. Everybody is left to 'guess' or 'take some goofballs word' or 'spelunk' for answers. Not sure some of that doesn't apply to Torque Pro developers also. Their formula might be right for some different model or vehicle - IDK - and they likely can't even test them on every kind/model.


HOWEVER, based on my experience, it is not correct for OUR specific vehicles. I have created a Torque dashboard screen for "Transmission stuff" on which I have worked out 23 gauges -so far- that work. Soon as I'm more comfortable they are correct, I'll probably post them.


Here's what I know and how I know it. Torque's TCS reading originally did not make sense (ON MY TRUCK) with their stock formula.


When working out a new parameter - or equation, I always start by trying to find some 'sound basis' for the foundation of the formula - if at all possible. Is it related to hard events (like rotations), A/D counts, Resistance change, or voltage to base the formula on. It seemed logical for the TCS reading to be in RPM, all the PCM would have to do is 'count' events (rotations), as it does for engine RPM -which incidentally is a mandated standard formula. See https://en.wikipedia.org/wiki/OBD-II_PIDs for engine rpm is (A*256+B)/4.


Somehow, the multiplier of 0.6103 did not make any sense at all for Base 2, Base 8, Base 16 operations like computers use. I couldn't make any sense of it, even for base 10 like humans use, or a straight count. So I tried the standard formula for engine RPM (A*256+B)/4.


Using that: When IDLING in Park or Neutral - Torque Convertor slip -PLUS- input shaft speed is identically equal to Engine RPM. That makes perfect sense to me. Transmission Input Shaft RPM is basically 'floating' (essentially turning no gears - just coasting around) and the difference is being absorbed in the torque converter as slip.


Place Transmission in gear ('Reverse or Drive'), Transmission Input Shaft speed goes immediately to ZERO, and Torque converter SLIP jumps up to and equals Engine RPM. Both of those make perfect sense to me.


When driving, Input Shaft Speed divided by Output Shaft Speed gives the identical reading as OBDII 'Gear Ratio". When the Torque converter locks up in overdrive cruising, SLIP goes to ZERO. So, It seems everything is reporting perfectly.


So, bottom line. I think my formula for TCS is correct (For our vehicles). It is the same formula as Engine RPM, Input Shaft Speed, Output Shaft Speed. (A*256+B)/4


ALL THIS - highlights the absolute brilliance of Torque Pro. There is NO other scanner that even comes close to enabling users to create new gauges for ANY PID and work out formulas to perfect them. The developer of Torque Pro was genius to make the App so customizable as to allow a user to do this kind of stuff. It is as good as Ford's IDS system - and can do the same for GM / Toyota or any other.


Happy Torqueing

 

That makes sense to me. Thanks for the explanation. I really enjoy learning new stuff. I have a computer science degree so I love equations and figuring out formulas for programming and such. My full-time job is actually in another field so I'm really rusty and have forgotten a lot of stuff, but I still like it. I would love to see your transmission dashboard screen when you get it finalized and debugged. By the way, I added the Mode of 22 in front of the PID address and the FMEM On/Off gauge works and shows Off. Thanks!