Exactly why I chunk AODE's if they happen to be in any Mustang I buy. I've had my bad luck with them in the past as well as owning a few Fox's with AOD's. IMO, the AOD is a much better tranny and can be built to handle mega HP, but from what I've seen, guys have spents thousands on AODE's to be built and they still never ran right. Even after a tune!
That was enough for me to say to hell with AODE slush boxes. Actually, the one that came out of my car when I converted shifted perfectly, but that was because the previous owner had it rebuilt shortly before I bought the car.
I feel your pain MustangYellow!
RPM increase
Hey, I think we might have the same gremlin. Mine started about two years ago with a rebuilt tranny I installed. After the install, I had a lot of trouble with erratic shifting, due to both electrical and mechanical issues ( pushed pin in a connector, valve body bolts found backing out). I took care of those problems, but ever since have been living with a code 628, excessive TCC slip. I continued to drive it...the only noticeable symptom was that after I felt the OD shift, the TC would unlock and I would get a 200-300 RPM rise. Shift to OD is a little above 40 mph, and the RPM's after the shift sat at about 1200 before the unlock, and then it would rise to about 1400. Once it unlocks, it won't relock unless I take it back to a stop.
So, after talking to my buddy who is an expert, he suggested that the problem was most likely the torque converter clutch itself. I bought a valve body from Summit about a year ago, hoping it would help, made by Performance Automatic, but didn't get around to installing it until this past weekend. To make a long story short...I swapped out the torque converter and the valve body this past weekend, and it is better than it was and no longer is setting the code but it still unlocks...just takes a little longer for it to happen. I am assuming now that it must be electrical. The new valve body used the old TCC solenoid...so I suppose that's the next item to try. From what I've read, the solenoid modulates rather than stays on or of, so I'm not sure how it could fail and yet still work right after the shift before the unlock.
Let me know if the TCC solenoid fixes your problem... mine is a 94 GT as my moniker suggests
Hey, I think we might have the same gremlin. Mine started about two years ago with a rebuilt tranny I installed. After the install, I had a lot of trouble with erratic shifting, due to both electrical and mechanical issues ( pushed pin in a connector, valve body bolts found backing out). I took care of those problems, but ever since have been living with a code 628, excessive TCC slip. I continued to drive it...the only noticeable symptom was that after I felt the OD shift, the TC would unlock and I would get a 200-300 RPM rise. Shift to OD is a little above 40 mph, and the RPM's after the shift sat at about 1200 before the unlock, and then it would rise to about 1400. Once it unlocks, it won't relock unless I take it back to a stop.
So, after talking to my buddy who is an expert, he suggested that the problem was most likely the torque converter clutch itself. I bought a valve body from Summit about a year ago, hoping it would help, made by Performance Automatic, but didn't get around to installing it until this past weekend. To make a long story short...I swapped out the torque converter and the valve body this past weekend, and it is better than it was and no longer is setting the code but it still unlocks...just takes a little longer for it to happen. I am assuming now that it must be electrical. The new valve body used the old TCC solenoid...so I suppose that's the next item to try. From what I've read, the solenoid modulates rather than stays on or of, so I'm not sure how it could fail and yet still work right after the shift before the unlock.
Let me know if the TCC solenoid fixes your problem... mine is a 94 GT as my moniker suggests
TCC Solenoid
Hey, I stumbled across something after my last post. I learned while changing the valve body that my replacement tranny is newer than a 94...the guide pins are smaller on new valve bodies. Putting two and two together, I also learned that the TCC solenoid is different for early and late type, and they are not interchangeble. So this means I most likely have a late type solenoid on an early type car...not good. I am suspecting this is my problem, as the early type are only 1.5 ohms and the late type are 10 ohms. I won't know for sure until I pull the pan back off and swap with a new early type solenoid to match my car...I'll keep you posted. At least the TC swap got rid of the slip code!!
Hey, I stumbled across something after my last post. I learned while changing the valve body that my replacement tranny is newer than a 94...the guide pins are smaller on new valve bodies. Putting two and two together, I also learned that the TCC solenoid is different for early and late type, and they are not interchangeble. So this means I most likely have a late type solenoid on an early type car...not good. I am suspecting this is my problem, as the early type are only 1.5 ohms and the late type are 10 ohms. I won't know for sure until I pull the pan back off and swap with a new early type solenoid to match my car...I'll keep you posted. At least the TC swap got rid of the slip code!!