cougar

Well, after taking it to a shop for a service and finding things you don't want to see in your pan, I need to start working toward an overhaul. To just hand it over to these scalpers up here is WAY too much money for me to absorb. So, I was thinking of finding a core to build at a pace that my lack of finances will allow. And hoping the tranny will hang in there a few more months.
What do I need to look at when searching for a core? I know the obvious stuff, but what about the stuff people want to hide from there next sucker?

gorms

Too bad you weren't closer, I've got a 47RE core with some 48RE parts in it that needs a pace other then my garage.

Without driving the truck it came out of, you can really only expect the worst and hope for the best. A wrecked truck would be best I'd say.

cougar

I plan on pulling the pan if they will let me and look inside. There is one close by the guy says it only has 12K miles on it and wants a lot of money for it. All I got is his word. I told him without proof of its condition, it is just a core. Even out of a wreck you can't be sure. It wound up up-side-down and ran until the engine seized, it can be in worse shape than a normal run out.

cougar

Should be getting the truck back today with a freshly overhauled transmission in it. Towing performance quality rebuild.

cougar

Have a question. Does the PCM control when OD engages or does the valve body on an 01.5 47RE?

kschaper

Valve body

patdaly

Technically PCM controls the solenoids in the valve body for both OD and TCLU.

What's she doing?

cougar

I just wish OD would come in sooner. All the other shift points and lock up are fine. It goes 1-2-3-brief delay then lockup-long delay then OD with mediate lockup. No, it's not shifting locked. I'm getting conflicting information about this. Got together with the guy that built the transmission for me and showed me on his scan tool the PCM telling the transmission to shift. He says it has how it was flashed, for towing and heavy use instead of daily driving.

pind

A bit of lag prior to lockup is a good thing, with higher line pressures, it shifts hard under part throttle. 1-2 feels firm, 2-3 feels firm, lag, firm lockup. Nothing wrong there. It's when it goes 1-2 firm 2-3-od/lockup bang. That's when you splinter input shafts and crack flex plates. And don't ask about the carnage I've seen.

What are your line pressures like? And, when you accelerate, let off and see if it hangs before shifting. It shouldn't. If it does hang, it isn't adjusted correctly. When it hangs is when you're slamming g the tranny and torque between shifts.

Enough rambling

cougar

If you let up, it shifts into OD immediately followed by lock up and a 600RPM drop. The thing is it will just about sit there at 55 all day unit you do let up. Once its in its in.