. I do believe this was Ford's attempt to make people hate the E4OD.
. If that makes the tranny shift the way you, go for it. 
The idea is to make the E4OD in your command not the TCM. I think anything will improve the stock TCM program.And I'd like to see you go for removing that plug if the need for it ever comes... lol RTV on a connector is a permanent solution to a temporary problem, I prefer packing the thing w/ Permatex dielectric grease as it's non-conductive yet thick and sticky and don't wash away easy at all.
My edumacated guess would be it has to do w/ altitude and different behavior of the two diesel engines up high - the n/a loses power and so the TCM will IIRC pull the upshifts earlier as you climb up Mount Everest, while a turbo engine doesn't care as much (at least my Fummins don't seem to) for high elevations and lower air density there so there is little loss of power and thus no need to alter the shift schedule. The TCM determines altitude based on the BARO sensor, which will read the same for both n/a and turbo trucks, so the different shift schedules for the two are done in the TCM programming, hence separate controllers available. And actually there are 3 controllers: low elevation n/a, high elevation n/a, and turbo. To make things even more interesting, the Superduty trucks got their own controllers, again different between n/a and turbo. I'd really like to know what is difference between a F-Superduty TCM and a normal 250/350 F-Series and E-series (vans and trucks use the same) controller...
Aye, that lockup in 3rd is what ****** me off exactly - she goes into 3rd at like 25 (which is a good upshift point and I like it), but almost immediately locks, and truck goes "bleh" and falls on her face. I don't need 1200 rpms while trying to accelerate, but I don't wanna have to give her more throttle to keep her from locking up so early either - I like accelerating like a freight train, nice and easy, and that just don't happen when she locks at 30 mph. I've read rumors that the F4 controllers should have that lockup point bumped up to 35 mph on the upshift side (and 30 on the lockup release) which would work much much better, but this is not what Eric is experiencing... So till I get my hands on an F4 and try it for myself, I'm sticking w/ no auto lockup in 3rd at all (manual lockup only), it's so much nicer and more pleasant to drive.
I don't think the later TCM will lock the converter on deceleration. Sadly the later TCM program sucks too
Hey, nothing wrong with some wire, relays and switches
. i get the TQ lock up right after the 3rd gear shift like you say. sometimes it seems to happen too fast(soon), but it probly happens within 5mph of the 3rd gear shift. didn't realise it takes that much throttle to get it to down shift. if i really east in the throttle in O/D i can be at the floor and i will still be in O/D puking black smoke like a cummins, and then it is like "oh crap, you are at WOT, you probly want a down shift". i guess i am just not used to giving it that much throttle to get a down shift. i am used to other vehicles that you just have to press the pedal down a little more and it kicks down no problem. it does kick down better if i make a quick stab at it, but sometimes it is not practical(or safe) to really stab at it, cuz when it does downshift it really takes off lol. it really sucks in traffic b/c when i want a touch more speed to keep up with traffic but don't want a downshift it just smokes. i could care less about the smoke in the country but drvign through town looking like a cummins is not cool at all.Mine is the same way. The fact it's "normal" don't mean it's "right". Quite frankly lockup at 30 mph while attempting acceleration is the devil. Not many ways around it tho...
This is not normal, not by a long shot. 1/2 to 3/4 throttle should drop her down a gear or two. Never should she be at WOT w/o a downshift, unless you're already moving too fast for the lower gear.didn't realise it takes that much throttle to get it to down shift. if i really east in the throttle in O/D i can be at the floor and i will still be in O/D puking black smoke like a cummins, and then it is like "oh crap, you are at WOT, you probly want a down shift"
That's the correct behavior for an E4OhDevil as well.
The downshift there happens cause of the sudden jump of the TPS voltage into the WOT range. Stabs should not be needed tho. What's your current TPS voltage? Upshift engine speed (RPMs) at light throttle?
There is absolutely no reason why an empty IDI cannot accelerate in OD w/o blowing smoke. Especially on level ground. If you're hauling heavy, or pulling up a grade, then yes, a downshift would probably be needed to accelerate, and w/o downshift it's welcome to the smokehouse. But empty and on level ground, even a non-turbo IDI makes enough power to continue picking up speed in the current gear and w/o excessive smoke. So I'm thinking you got some other bugs to work out as well, not just stupid transmission behavior...
Now what did you do? lol
By shift speed, do you mean at what vehicle speed the shifts occur? Or how quick the actual shift (application of clutches and so on) happens? The latter I have already fixed in mine (that was fun, thanks God for aftermarket drain plug kits). And I though I read somewhere that the lock in 2nd was dropped for the F3 and F4 controllers, pump not being able to keep w/ fluid demand or something...
Oh I know she won't lock in 1st, the reason I'm disabling that anyways is that I use the SS1 signal to prevent it from locking in 2nd (which it will attempt to do sometimes), and SS1 is grounded in both 1st and 2nd. Then to kill auto-lock in 3rd I'm using the SS2 signal, which is grounded in 1st and 3rd. So essentially I end up w/ triple disable on lockup in 1st - the TCM itself, then my SS1 relay, and then my SS2 relay (the relays are stacked) - way overkil and definitely not required, but it's a side effect of the other stuff I'm after. Anyways, it's done and wired up. How well it works idk yet, will find out soon enough tho.The TCM will not allow lock up in first. Basically you're holding third unlocked longer. This is a plus because as you know early lock up in third is a dog. Your mad science is following down the road of an aftermarket controller. Without the price tag.
