07 F-150 trans fault

If I remember correctly, the Dodge 47RE would light a bulb on the dash if the transmission temp reached 256*F (Blue shop manual). This would cause a shift to direct drive (3rd) and lock the torque converter to help cool things down. Once cooled it would allow a shift to O/D. Sounds like it may be the same scenario. Sticking anti-drainback valve in the cooler line?

My configuration has the 8200 GVWR package, 2200 lb payload, don't know for sure, but I've heard upgraded radiator, does have a trans cooler, 7 lug wheels, not sure what else.

Won't dispute anyones take on my trans temp, might well be correct. Not 100% sure 250 was the actual reading, but sticks in my head. I know I've taken readings before with the same IR thermometer on summer days while NOT towing and have been in the 190 degree range. My measurement was taken directly on the side of the pan at midpoint and about 6" away so I could rule out spill-over of the IR sensor from other sources. Wouldn't guarantee it, but I believe the reading was pretty accurate (other than my memory of the exact temp number). The strange part about the fault coming on this trip, both times, was that it came on so early on the hill. Both times I had been towing for over an hour and had already scaled hills nearly as steep as the runup to the mountain where the warning came on. Ambient temps were mid 50's. In fact, on the way back home, the alarm actually came on when I had just ascended a moderate grade and had leveled off right before the steeper grade. IOW, I was actually going slightly downhill before starting up the steeper grade when the alarm came on. No other hills on the two hour trip made the alarm come on, though to be fair, unless I stop and shut it off to reset it, I'm not sure the alarm will sound again, so maybe a temp alarm was triggered, but because the initial alarm wasn't reset, I never heard it.

As I get further into this situation, I'll update my finding here. I'll start recording readings the next time I drive it to get a data base going. Thanks all for the input.

Get yourself a Scangauge and start monitoring your water and tranny temps. Ford gauges don't move a bit until you have SERIOUS problems. 250 is way too high.

Personally think 250*F is too high and note that, that is the temp where it is
measured. Typically at the test port, but not the hottest point and that is at
the tips of the TC vanes where the shearing occurs...your fluid was hotter

More so if that temp was measured at the sump/pan...it is WAY hotter inside
the tranny

Personal, as many advisors here say: "it is good for it", "designed for it", etc

I'm not one of them and think keeping ATF as cool as possible while high enough
to vaporize condensation. This also provides lots of head room for those difficult
climbs

High temps will NOT cause instant failure, but will sooner than later

Sustained high temps has a greater potential of creating nasties in the ATF and
will coat (mainly varnish) precision mating parts...breaking down the AFT, etc

Why the OEM's invented the TC lockup. To remove shearing of ATF when
no torque multiplication needed, or slippage for gear change

I'd love to hear how this works out and hope it is just as others said...a
faulty something or other

250 fahrenheit at the pan is quite hot for a 4R70W transmission. I do not recall the exact set-point of the thermal bypass valve for the transmission, but for this vintage you should be running at 190F or less under normal operation. What is the build configuration of your truck, does it have max trailer tow with an oil to air aux cooler on the transmission?

It would be interesting to monitor sump temperature when you are towing. It also maybe worthwhile to scan for codes, I believe the P0218 code will store if it is set.

OH, great! Not too convenient to reroute my camping trip to the nearest Ford dealer and let it idle while they find time to help.

On a brighter note, I found several references to the same fault display and one guy who had his fixed. Turned out to be a temp sensor in the pan. Unfortunately, they dropped my pan and changed the filter when they did the last trans service. Hate to go back in just for a sensor. If I can find out which one and where, I might give it a go myself. After that spark plug fiasco, this should be a breeze.

mosseater wrote:
I suppose once a fault is triggered, it stays in the computer until cleared? Would that mean they'd be able to pinpoint the issue with the reader?

For regular check engine light codes, yes, but not necessarily true for transmission codes. My 2004 Ford Freestar van intermittently flashes the transmission fault light, and there is no stored code. Two different Ford dealers told me I need to bring it in when it is flashing and not wait until the next startup when it clears because the transmission codes are not stored. That is what the dealers both told me.

Maybe a scan tool would reveal a code. You may even be able to get the boys at Orielly's to pull it for you.