Transmission sticking in gear

1986 long in toot, oil burner C6 box
generation 7 it is
wiki words
For the F-250 and F-350, a 6.9 L diesel V8 (sourced from a partnership with International Harvester)
I wonder what box is there (tranny)
3-Speed Select Shift Automatic Transmission
and is
Two transmissions are used in the 6.9L IDI, the T19 BorgWarner 4-speed manual(NO)) or Ford's C6 SelectShift 3-Speed Automatic transmission.(YES)

C6, seem to me the shift linkage is bad.
loose or bent or cracked or messed up, some how.
it has reverse lockout , that fan not be broken

if super brave, on jack stands all 4 wheels. off the ground.
I do this in safe place , 2 persons, one does not leave driver seat running.
engine off
linkage dropped of c6 left lever at the casing
put it in Reverse by hand
Emergency brake off. now.
start engine. (if p/n lockout fails bypass it)
now look at rear tries. spinning reverse. 2nd person, afar.
key off fast, brake back on ,
This is hold my beer even but if brave.... and a safe place,
try not to back over the Rolls-Royce
very dangerous. for the folks who can not see the lever links short stroke the box link what else can be done?(simple)


transmission pump port PSI checked sure.
buy the shop manual and see this, it is there;
and is way way too complex to last all this 3 on tree stuff.PRNDL12

Probably a selector rod issue, maybe with the interlocks or detents.

I am not familiar with the model so I don't know whether these are accessible to check without removing the transmission.

It is best practice before beginning, to drain the oil into a clean container and examine a sample in a sight glass. If there is any swarf or metalisation it would be best to pull the transmission and dismantle...

I would but imagine that since it goes into reverse, the shift lever is connected to the transmission. Makes sense. But won't go into forward gears with the selector/shift lever. Your either very low on trans fluid or you've burned the clutch packs out from being low on trans fluid. Only makes sense.

the M/t box has 4th
no a/t here as 4th period
so must be manual transmission
real photo blow is A/t BOX.
START A POST MY CAR IS STICK SHIFT
AND WIN.

I think your going to pull that trans again
& go thru it once more

Wasn't built correctly

get the selector checked out

Hi Ray, The advise above is good and should be checked out. If that does not solve the problem, before looking for a replacement transmission check and make sure the clutch is fully disengaging. If the clutch is mal adjusted that can also cause a problem with shifting gears. If the gears are stuck and wont shift at all the problem is most likely with the selector rods and/or forks. In that case you'll need major transmission work carried out. Regards John

You need to remove top off gearbox and with a pry bar or screw driver pull the selector back into neutral Your gearlever has popped out of selector Gearbox does not need to be removed

+1 ^^^^ something internal.

Transmission Description The E4OD transmission is a fully automatic, electronically controlled, four-speed unit with a torque converter clutch. The main operating components of the E4OD transmission include a torque converter clutch, six multiple-disc friction clutches, one band, one sprag one-way clutch and two roller one-way clutches that provide for the desired function of three planetary gear sets. Transmission gear selection in the (D) range and converter clutch operation is controlled by the powertrain control module (PCM) (12A650). Operating conditions are relayed to powertrain control module by various sensors throughout the vehicle. The powertrain control module compares these conditions with electronically stored parameters and logically determines how the transmission should operate. A torque converter (7902) couples the engine to the transmission gearset via the input shaft (7017) and the torque converter impeller hub. The impeller hub provides engine rpm to the positive displacement pump. The flow from the pump is proportional to engine rpm, and excess pump capacity is exhausted back to the pump inlet. The input shaft transfers power into the transmission gearset. The power input is controlled by the application of the torque converter clutch, which is scheduled through the powertrain control module. The application of the piston plate effectively replaces the hydraulic coupling between the converter cover and the turbine with a mechanical coupling between the converter cover and the turbine hub. This mechanical coupling helps improve fuel economy and wide-open throttle performance by eliminating converter slip. Transmission shift selection and torque converter clutch operation are controlled by the PCM. They are calibrated to provide the optimal transmission state. This state is commanded to the transmission solenoid body. In the (D) range, automatic operation of all four gears is possible. The transmission control switch, located on the vehicle's shift lever disables overdrive operation and enables automatic operation through the first three gears. Whenever the ignition switch is turned on, the vehicle will automatically provide overdrive operation regardless of the switch position the last time the vehicle was running. Manual gear selection is available in the 1 and 2 range. Second gear is commanded when the gearshift selector lever is in the 2 range and when downshifted into the 1 range at speeds above approximately 56 km/h (35 mph) (for diesel 48 km/h [30 mph]). First gear is commanded in the 1 range at start-ups and when downshifted into 1 range below approximately 56 km/h (35 mph) (for diesel 48 km/h [30 mph]). Any reference to intermediate brake drum or direct clutch cylinder are one and the same.
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I think this is your problem:

Programmable Speedometer/Odometer Module (PSOM): Description: The programmable speedometer/odometer module receives input from the rear brake anti-lock sensor, which is mounted on the rear axle differential housing. The PSOM processes this input signal information and relays it to the powertrain control module and the speed control module. This signal tells the powertrain control module the vehicle speed in miles per hour (mph). Used as an input in determining shift scheduling and electronic pressure control. Symptoms: Harsh engagements, firm shift feel, abnormal shift schedule, unexpected downshifts may occur at closed throttle, abnormal torque converter clutch operation or engages only at wide-open throttle (WOT). May flash transmission control indicator lamp. Diagnostic Trouble Codes: 452, P0500, P1500, P1501, P0503