93 ford mustang vacuum control for shifting transmission or torque converter??

It sounds like you're facing a transmission issue with your MAN Diesel TGA truck. If the truck is not shifting into gear and the engine is not revving properly, there could be several potential reasons for this problem. Here are a few things you can check:

1. Transmission Fluid Level and Quality: Inspect the transmission fluid level and condition. Low fluid levels or dirty/burnt fluid could affect the transmission's performance. Ensure that the fluid is at the correct level and is not excessively contaminated.
2. Transmission Linkage: Check the linkage between the gear lever and the transmission itself. Sometimes, linkage problems can prevent the transmission from engaging properly.
3. Transmission Control Module (TCM): The TCM is responsible for controlling the shifting of gears. A malfunctioning TCM could cause issues with gear changes. Scan for any error codes using a diagnostic tool to identify TCM-related problems.
4. Solenoids: Automatic transmissions use solenoids to control the flow of transmission fluid, which in turn controls gear shifting. Malfunctioning solenoids can lead to gear engagement problems. A diagnostic scan can help identify if any solenoids are faulty.
5. Torque Converter: Issues with the torque converter can cause difficulty in shifting gears. A mechanic should inspect the torque converter to ensure it's functioning correctly.
6. Electrical Connections: Ensure all electrical connections related to the transmission system are secure and free of corrosion.
7. Vacuum Lines (if applicable): If your truck has a vacuum-controlled transmission, check for any vacuum leaks or issues with the vacuum lines.
8. Clutch System (if manual transmission): If your truck has a manual transmission, problems with the clutch system, such as a worn clutch plate or a malfunctioning clutch master or slave cylinder, could cause shifting difficulties.

Given the complexity of modern transmissions, it's recommended to have a professional mechanic or technician diagnose and address the issue. They can perform a detailed inspection, run diagnostics using specialized equipment, and provide you with an accurate diagnosis and repair plan.
If the engine is not revving properly in addition to the transmission issue, it's possible that these problems might be interconnected, and a comprehensive diagnosis is essential to resolve the overall performance issues with your truck.

A slow and sluggish shift in an automatic transmission can be caused by a variety of issues. Here are some potential causes to consider:

1. Low Transmission Fluid: A common cause of sluggish shifting is low transmission fluid. Check the fluid level and condition, and top it up or replace it if necessary. Low fluid levels can also indicate a leak in the system.
2. Worn Transmission Filter: Over time, the transmission filter can become clogged with debris and dirt, which can hinder the flow of fluid and affect the performance of the transmission. Replacing the transmission filter may help improve shifting performance.
3. Faulty Shift Solenoids: The shift solenoids are responsible for controlling the flow of transmission fluid through the valve body, and if they are damaged or malfunctioning, it can cause slow or sluggish shifting. A professional mechanic can diagnose and replace any faulty shift solenoids.
4. Malfunctioning Torque Converter: The torque converter is responsible for transferring power from the engine to the transmission, and if it is malfunctioning, it can cause slow and sluggish shifting. A professional mechanic can diagnose and replace any faulty torque converter.
5. Worn Clutch Plates or Bands: Over time, the clutch plates or bands in the transmission can wear down, causing poor shifting performance. Rebuilding or replacing the transmission may be necessary to resolve this issue.

It's important to have a qualified mechanic diagnose the issue with your Ford Explorer to accurately determine the cause of the slow and sluggish shifting. They can then recommend the appropriate repairs or maintenance to improve the transmission's performance.

indicates that the vacuum controlled transmission actuator is not connected or operational

Automatic or stick ?
If its an automatic, it could be something in the torque converter or transmission. The torque converter clutch could be stuck.

I usually don't work on the transmissions, but when a Torque converter stays in the lock-up mode I understand that you get rough shifts. The lock-up mode is often advertised as a "gear" but when a Torque converter goes into that mode, there is no slippage and it is considered directly connected to the pumps inside the trans.

This would result in over pressurization of the trans fluid. You might be able to have an external pressure check done in a trans shop. Sometimes the Torque converter has an electric lock-up and they can diagnose this.

Hello and welcome to FixYa!
I'm suspecting a few things. Yes, the torque converter can be faulty. If it's faulty, the car tends to have unusual shifting. The transmission fluid may just be burnt too. If the fluid is burnt, the transmission runs rough. Last will be a bad TCM (transmission control module). It's like a transmission's brain that when it fails the transmission will fail. You will need to have them replaced to resolve the issue. Do check the transmission solenoid too.
Hope this helps and thank you for using FixYa! Have a good one!

are you low on fluid?

your trans has lectronic controls to operate the shifting of your trans. If there is a defect, a fault code will be stored in the computer, called a DTC. You need to have someone with a scan tool check for the fault code. It is likely a solenoid that is not working or stuck.

Get the codes first. Autozone can run the test for free on engines, maybe trans codes too. Call your local Autozone or big parts store and ask them.

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SECTION 307-01: Automatic Transaxle/Transmission 2001 Escape Workshop Manual
DESCRIPTION AND OPERATION Transaxle Description The CD4E automatic transaxle is a four-speed, front wheel drive automatic transaxle with electronic controls for:

• Electronic pressure control (EPC) solenoid for shift quality.
• Shift scheduling.
• 3-2 shift timing.
• Coast braking.
• Torque converter clutch control.

The transaxle features a four element torque converter with a torque clutch and a geartrain that includes:

• Compound planetary gearset.
• Chain drive.
• Planetary gearset final drive.
• Pinion and side gear differential.

The hydraulic control system of the transaxle has five solenoids that control:

• Shift feel, through line pressure control.
• Shift scheduling, through shift valve positioning control.
• Modulated application of the torque converter clutch.
• Timing of 3-2 shifts.
• Engine braking during coast operation.

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Solenoid Valve Body Assembly The solenoid valve body assembly contains the transmission fluid temperature sensor (TFT) sensor, as well as five PCM controlled output devices:

• Electronic pressure control (EPC) solenoid.
• Shift solenoid A (SSA).
• Shift solenoid B (SSB).
• 3-2 timing/coast clutch solenoid (3-2 T/CCS).
• Torque converter clutch (TCC) solenoid.

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You may need your PCM, Powertrain Control Module reflashed by a Ford Dealer.
Try disconnecting your battery for 1/2 hour and then reconnect and see what happens. It will run a little rough and shfit hard until it relearns your engine/trans characteristics.
Let us know results of tests and DTC codes if you get them.

your transmission is slipping

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