1995 Ford F350 doesnt want to shift smoothly from first to second gear but is fine from all other gears.
The shifting from first to second is not smooth and it feels as if it takes forever to make the truck go faster but once it moves into second gear all other gears are fine. We had an issue with the gear column shifter didnt want to go into drive and they said they fixed the linkage but we are now having this issue. What can I do to fix this?
My car has 150000 miles.
My car has an automatic transmission.
Experienced mechanics share their insights in answering this question :
Hi there. Typically when the transmission is having difficulty shifting from first to second gear with an automatic transmission it is typically due to an obstruction of transmission fluid inside the inner hydraulic lines. This can be resolved by having transmission fluid service performed by a professional mobile mechanic. However, it can also be due to a failing torque converter, shift solenoid or leaking transmission seals. I think the best way to resolve this issue is to have the transmission fluid flushed; especially if you have not completed this service within the past 50,000 miles.
How to Identify and Fix Common car Problems ?
Our sources include academic articles, blog posts, and personal essays from experienced mechanics :
Review. The 7.3L Powerstrokes are known to easily last 400,000+ miles if they are well maintained, with plenty of trucks joining the exclusive million-mile club. Like most diesel engines they can be easily tuned/modified, producing a substantial increase in horsepower/torque.
Great body style, Powerful, dependable, long lasting and gets decent fuel economy too. The 7.3 power stroke is the best engine ever put in a pick up truck.
The 7.3-liter Ford engine is available on Ford Super Duty® F-250 and F-350 trucks, while a dyno-certified version of the powertrain that returns 350 horsepower and 468 pound-feet of torque is standard on the following models: Ford F-450 chassis cab. Ford F-550.
Robust, iron parts, conservative power and low engine speed are the key ingredients for any diesel engine lasting forever—and if a 7.3L has gone unmodified yet been well maintained its entire life, 400,000 to 500,000 miles is virtually guaranteed.
The 7.3 Ford Power Stroke engine is legendary in diesel circles. It is one of the main reasons the 1999 to 2003 Ford Super Duty trucks are still so popular today. Its reliability is unsurpassed and was produced just before emissions regulations added to diesel engines` cost, complexity, and reliability.
Thanks to a narrowed Ford nine-inch, two-speed Powerglide and no intercooler, the 7.3L-powered dragster checks in at a lightweight (for a diesel) 2,800 pounds with Rose onboard. Inaugural passes made in the fall of 2017 yielded several nines, including a best of 9.39 at 139 mph.
As long as the 7.3L Power Stroke goes unmodified, the factory E4OD will generally live a while. Although, it can still be killed at the stock 210 hp and 425 lb-ft level with heavy abuse.
Oil and Filter – Oil change service intervals should be completed as indicated by the instrument cluster message center or every 7,500 miles.
A common problem is with the Injection Pressure Regulator Valve or IPR. These electromagnetic valves regulate oil pressure going to the fuel injectors in an HEUI system. They tailor individual injector sprays based on the engine`s needs. Seals can get damaged or worn out, causing them to stick.
Most failures are caused by the three `turbo killers` of oil starvation, oil contamination and foreign object damage. More than 90% of turbocharger failures are caused oil related either by oil starvation or oil contamination. Blocked or leaking pipes or lack of priming on fitting usually causes oil starvation.
As a result, in 1994, International Harvester (by now renamed Navistar International) began producing what it called the T444E engine. You might know it a little bit better by the name that Ford gave it: the 7.3-litre Power Stroke.
7.3 Power Stroke. The first engine to bear the Power Stroke name, the 7.3 L Power Stroke V8 is the Ford version of the Navistar T444E turbo-diesel V8.
When you run low on diesel, your fuel pump might send air through your fuel system instead of gas. If that happens, your vehicle will shut down and not restart until the air is removed. This is called “bleeding” the fuel system, and depending on your machine, it can take several hours to complete.
The 7.3 Powerstroke is a two-valve behemoth which measures in at 444 cubic inches and has a maximum stock power rating of 275hp and 525lb. ft. of torque.
It`s the 7.3L, the venerable O.G. of the Power Stroke nameplate and the first diesel power plant to reach 500 lb-ft of torque. It`s also the engine that brought full electronic control and an extremely intricate (yet ultimately reliable) HEUI injection system to the diesel industry.
Is the 7.3 IDI a good engine? Yes, the Ford (International/Navistar) 7.3 IDI is a dependable and robust diesel engine. With few generational problems, the IDI engine family is known for its long-lasting reliability. Although it lacks power, the 7.3 IDI will run forever if taken care of.
Ford 6.0 Powerstroke Problems (2003-2007)
While the 7.3l was famously reliable, Ford and Navistar knew it wouldn`t be able to reach upcoming NOx emissions requirements. Even if it could, the new common rail diesels being used by their competitors were beating Ford in performance.
Proving the 7.3L`s HEUI injection system can still run with the best of them. In the last year, each generation of the Power Stroke diesel has surpassed the 1,000hp mark on the dyno. In May 2009, the first Power Stroke to hit 1,000 hp was a 6.0L.
The consensus: 1994 Ford F-250/F-350 Powerstroke 7.3L pickups. According to our friends at Diesel Power magazine, the 7.3L Powerstroke is solidly one of the top ten diesel engines of all time.
FIXED TURBO
While the 7.3L Power Stroke was always fed by a fixed geometry Garrett turbocharger with a 60 mm compressor wheel (inducer), it was available in three different forms in the pickup truck segment (from `94.5 to `03).
The consensus: 1994 Ford F-250/F-350 Powerstroke 7.3L pickups. According to our friends at Diesel Power magazine, the 7.3L Powerstroke is solidly one of the top ten diesel engines of all time.
The consensus: 1994 Ford F-250/F-350 Powerstroke 7.3L pickups. According to our friends at Diesel Power magazine, the 7.3L Powerstroke is solidly one of the top ten diesel engines of all time.
Properly maintained 7.3L injectors are virtually guaranteed to go 200,000 miles between overhauls, with most lasting well beyond that.
It`s the 7.3L, the venerable O.G. of the Power Stroke nameplate and the first diesel power plant to reach 500 lb-ft of torque. It`s also the engine that brought full electronic control and an extremely intricate (yet ultimately reliable) HEUI injection system to the diesel industry.
Relevant Questions and Answers :
the most relevant questions and answers related to your specific issue
1995 Ford F350 doesnt want to shift smoothly from first to second gear but is fine from all other gears.
ANSWER : Hi there. Typically when the transmission is having difficulty shifting from first to second gear with an automatic transmission it is typically due to an obstruction of transmission fluid inside the inner hydraulic lines. This can be resolved by having transmission fluid service performed by a professional mobile mechanic. However, it can also be due to a failing torque converter, shift solenoid or leaking transmission seals. I think the best way to resolve this issue is to have the transmission fluid flushed; especially if you have not completed this service within the past 50,000 miles.
The car doesn’t shift into first gear while it works fine in reverse
ANSWER : The problem could be that the internal transmission pump is weak, or the transmission clutch seals are leaking. It sounds like the transmission will need an overhaul.
I recommend having a transmission mechanic test the pressures and diagnose the problems to verify whether you need an overhaul with a new torque convertor.
Automatic transmission issues, high RPM at low speeds
ANSWER : Hello, thanks for writing in about your 2000 Chrysler Cirrus. The transmission control module would need to be scanned to see if the codes stored may indicate the shifting problem you are having. You may have an internal shift solenoid problem causing the shift problem. A speed sensor for the transmission may also cause the transmission not to go past second gear. I recommend having a qualified technician, such as one from YourMechanic, inspect your shifting issue and high RPM problem in person in order to have the correct repairs made.
Second gear misshifts when I drive, all other gears are fine.
ANSWER : Hello.
A transmission coming out of gear is most often caused by worn transmission components. It may be possible that the synchronizer rings, which are meant to smoothly mesh the gears inside of the transmission, have worn out and are no longer able to stay in gear.
It may also be possible that the gears themselves have worn out, and can no longer hold the torque of the engine. This is usually preceded or accompanied by a grinding noise when attempting to shift into that gear. If this is the case, it may be possible that the transmission may need to be rebuilt.
As transmission rebuilds can be expensive, I would recommend having the vehicle diagnosed by a professional technician who specializes in transmission, to determine if a rebuild is required.
Won’t shift past 2nd gear . It drives normal to 2nd gear but wont shift into 3r – 2000 Ford F150 4×4
ANSWER : Hello – I don’t think this is related to switching back to 2WD per se. There is a shift position sensor on the side of the transmission, and it’s possible that the snow activity caused moisture and/or dirt to get into the sensor. I would recommend a transmission inspection by a mobile, professional mechanic, such as one from YourMechanic, who will come to your location, diagnose this problem, give you an accurate assessment of damage and cost estimate for repairs.
1995 Ford F350 shiffting into 2nd roughly but then smooth after that. changed out transmission fluid and filter did not help.
ANSWER : What you are describing may be a result of a faulty speed sensor, potentially low transmission fluid or a even a faulty transmission control solenoid. As your vehicle travels down the road, the computer analyzes data being sent by vehicle speed sensors and engine speed sensors. Based on this information, the Engine Control Unit (ECU), or the Transmission Control Unit (TCM), executes the appropriate upshifts and downshifts by sending a signal to one of several shift solenoids. These transmission solenoids have spring-loaded plungers inside them, which are wrapped with wire. When this coil of wire receives an electrical charge from the TCM / ECU, it causes these plungers to open, allowing transmission fluid to flow into the valve body and pressurize the desired clutches and bands. When this happens, the transmission changes gears and you continue down the road. The computer controls the transmission solenoid in several ways. If the vehicle is equipped with a dedicated Transmission Control Unit, it can open or close the hydraulic circuit using a direct 12v signal. In some cases, the Engine Control Unit (ECU) can control the solenoid’s plunger by turning the ground circuit on and off. When this is not working properly, this can cause a jerking reaction, a delay in shifting or in some cases may cause the transmission to hesitate in shifting gears. I would recommend having a professional from YourMechanic come to your location to diagnose and inspect your transmission.
Won’t shift out of first unless you let go of gas but it will shift back down and never grab second
ANSWER : If you have all the drive shafts in the front and rear, then you will damage the transfer case or one of the axles if you drive the vehicle and engage the front end. The two different gear ratios will do this. As far as the transmission goes, you have a problem with the governor inside the transmission and may have bad second gear parts. Have a mechanic pressure test the transmission and diagnose the shifting issue for you.
I got sound when I shift to 3rd gear and it’s get hard to put shift to second gear when car is in 3rd gear.
ANSWER : Hello. It sounds as though the synchronizers in the transmission, which are used to adjust transmission internal gear speed when upshifting or downshifting are possibly worn out or you are shifting a bit too fast. It is also possible that the clutch is not releasing fully when you press the clutch pedal. In some conditions, utilizing synthetic gear oil in the transmission can help the quality of gear shifting. If the clutch is not fully releasing an inspection of the clutch hydraulics is a good idea. I would recommend having an inspection of the hard shift completed by a mobile, professional mechanic, such as one from YourMechanic, who will come to your location, diagnose this problem, give you an accurate assessment of damage and cost for repairs.
