Dtc 524

Right after that my torque converter stopped locking at all! The transmission has been rebuilt and has a rebuilt converter. After reading all I could about this I tried disconnecting the battery for 5 minutes to clear the keep alive memory. I was sure that would not do anything but a test drive proved me wrong. So it's not mechanical. The converter worked fine for 2 months of me starring at the tach! Then it slowly stopped locking again. My brother said I should just mount a battery disconnect on my fender to make it easy lol! I cleared the memory again and it works but it is starting to act up. When it quit the first time I got a trouble code that just said excessive torque converter slip. It's not showing that code now, just 172,173,176 and 177. From their discriptions it sounds like I need both HO2 sensors. The 524 code is not there any more even though I have run hard and right after the MIL has come on. OK, just 3 more clues. When I was doing the cooling system bleed my cooling fan somtimes came on when the engine was cool. Sometimes it sounds like my fuel pump is running at high speed at idle. Loud one day , quiet the next. Fuel level does not matter. And a buzzing noise at very low volume on the stereo with engine running or off. Thats also intermitent. THANKS FOR YOUR HELP.
Neil
 
Cooling Fans running when cold....fuel pump at high speed at idle....all this is beginning to sound like your VCRM is going bad.

The getting HOT after a radiator swap is you NOT burping the system completely. One was to be 100% sure is if the heater blows HOT air, your system is bled, if its still cold and your temp gauge shows different, you still have air in the system.

I would try replacing your Lock-up Solenoid....its really easy to get to(after you drop the trans pan) and it should be pretty cheap. Disconnect the battery and try it again. 9 times out of 10 an "excessive converter slip" code means your TC is toast.
 
Hey J,
Thank's for the reply. I was starting to suspect th VCRM also. I don't think it's the converter because it's rebuilt and I don't think it would start working once it died. Same with the soleniod. I've found that the VCRM plays a part in conveter lock up. It's tied in to the PCM and is used to determin EPC pressure during increased engine load. Or else I'm completely wrong! I'm going to clean up the grounds and connections and see what happens.
Neil
 
Ok Neil....good point on the converter...it wouldn't take a dump and than come back to life if it was a "mechanical" failure.

Let us know how it goes.....

Here is a picture of the CCRM(located in front of the radiator, kinda on the passenger side, AKA VCRM on other Fords). Doesn't look like it controls the T/C but who knows........

CCRM.gif
 
Hello J and LOD,
Well I finally replaced my O2 sensors. I now have no codes! Just the 111 pass codes. I can accelerate hard without the MIL coming on! Engine runs better and gets better MPG. So the fuel pump error code was just an O2 short! Thanks for all the info.
Neil
 
Oh and I'm still having torque converter lock up troubles. I'll post more on that in drivetrain section
Neil
 
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