4R100 swap notes
4R100 swap notes
In progress
Obviously, this thread is not for the novice mechanic. Not saying I am a professional, but unless you are very comfortable with a wrench and wiring I would not attempt this alone.
Should I keep my 4R70W?
Should I upgrade to a 4R100?
These questions should be contemplated over and over before even attempting a swap. Is this big and expensive of a task going to benefit you and your needs? Well unless you have major engine mods (375+ lb/ft tq) or need a transmission to handle excessive loads, I would say the 4R70 is fine. Numerically the 4R70W stands for (4 speed auto, with reverse, 70x10 = 700 tq ) Conversely, the 4R100 is rated up to 1000 ft/lbs of torque. This is why they are in lightning's and heavy duty applications.
Are there different variants of the 4R100?
Yes there are several different variants ranging from low to high end. The highest grade is obviously in the 7.3L diesel, but the bolt pattern will not fit our 5.4's so I will not discuss the heavily built diesel 4r100 tranny. The Lightning 4r100 is basically a deisel spec trans with one less plate in reverse and direct. It is much stronger than the reg gas trans.
Low:
The low end(not that they are cheap) but the internals are not of the highest grade are in the f250 LD's and 7700's(not all 7700's have 4R100's). These are still great transmissions. They just don't have the gut's like the others.
High:
The lightning has the highest quality of internals for any 4r100 that will directly bolt up to a 5.4L enginge.
Lightning
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
large tailshaft
5 reverse plates
4 direct plates
3 o/d plates
3 intermediate plates
4 forward plates
Reg gas 4r100:
aluminum 3 pinion o/d planet
aluminum 4 pinion forward planet
aluminum 4 pinion rev planet
small tailshaft
5 reverse plates
4 direct plates
4 forward plates
3 intermediate plates
# of o/d plates is model dependent (2 or 3)
With the initial introduction of the new F-Series in 1997, only the F-150 was produced. To bridge the gap between the F-150 and the previous generation heavier-duty models (to be replaced by the Super Duty series for 1999), the light-duty F-250 was produced as a temporary model for 1997-1999. While externally identical to the F-150 (with the exception of its 7-lug wheels), the F-250 gained increased load capability from a heavy-duty rear axle and load-leveling rear suspension. The F-250 HD (Heavy Duty) was in the same series as the F-350.
After the introduction of the Super Duty version of the F-Series in 1998 as a 1999 model, the light-duty version of the F-250 was discontinued; the heavy-duty suspension continued on as the "7700" package for the 2000-2003 F-150 (noted on the tailgate emblem).
E40D Applications:
1990–1996 Ford Bronco
1989–1998 Ford E-Series
1997–1998 Ford Expedition
1989–1998 Ford F-Series
4R100
1999–2004 Ford Lightning (F-150 SVT)
2002–2003 Ford F-150 Harley-Davidson Edition
1999–2003 Ford F-150 7700 Series (LEV - Low Emmissions Vehicles only)
1999–2003 Ford Super Duty
1999–2003 Ford Expedition (with 5.4 V-8)
2000–2003 Ford Excursion
1997–2004 Ford E-Series
Parts and operation
(http://en.wikipedia.org/wiki/Automatic_transmission)
A hydraulic automatic transmission consists of the following parts:
Torque converter: A type of fluid coupling, hydraulically connecting the engine to the transmission. It takes the place of a mechanical clutch, allowing the transmission to stay in gear and the engine to remain running while the vehicle is stationary, without stalling. A torque converter differs from a fluid coupling, in that it provides a variable amount of torque multiplication at low engine speeds, increasing breakaway acceleration. This is accomplished with a third member in the coupling assembly known as the stator, and by altering the shapes of the vanes inside the coupling in such a way as to curve the fluid's path into the stator. The stator captures the kinetic energy of the transmission fluid, in effect using the leftover force of it to enhance torque multiplication.
Pump: Not to be confused with the impeller inside the torque converter, the pump is typically a gear pump mounted between the torque converter and the planetary gearset. It draws transmission fluid from a sump and pressurizes it, which is needed for transmission components to operate. The input for the pump is connected to the torque converter housing, which in turn is bolted to the engine's flywheel, so the pump provides pressure whenever the engine is running and there is enough transmission fluid. Early automatic transmissions also had a rear pump, allowing push-starting.
Planetary gearset: A compound epicyclic planetary gearset, whose bands and clutches are actuated by hydraulic servos controlled by the valve body, providing two or more gear ratios.
Clutches and bands: to effect gear changes, one of two types of clutches or bands are used to hold a particular member of the planetary gearset motionless, while allowing another member to rotate, thereby transmitting torque and producing gear reductions or overdrive ratios. These clutches are actuated by the valve body (see below), their sequence controlled by the transmission's internal programming. Principally, a type of device known as a sprag or roller clutch is used for routine upshifts/downshifts. Operating much as a ratchet, it transmits torque only in one direction, free-wheeling or "overrunning" in the other. The advantage of this type of clutch is that it eliminates the sensitivity of timing a simultaneous clutch release/apply on two planetaries, simply "taking up" the drivetrain load when actuated, and releasing automatically when the next gear's sprag clutch assumes the torque transfer. The bands come into play for manually selected gears, such as low range or reverse, and operate on the planetary drum's circumference. Bands are not applied when drive/overdrive range is selected, the torque being transmitted by the sprag clutches instead. Bands are used for braking; the GM Turbo-Hydramatics incorporated this.[citation needed].
Valve body: hydraulic control center that receives pressurized fluid from the main pump operated by the fluid coupling/torque converter. The pressure coming from this pump is regulated and used to run a network of spring-loaded valves, check ***** and servo pistons. The valves use the pump pressure and the pressure from a centrifugal governor on the output side (as well as hydraulic signals from the range selector valves and the throttle valve or modulator) to control which ratio is selected on the gearset; as the vehicle and engine change speed, the difference between the pressures changes, causing different sets of valves to open and close. The hydraulic pressure controlled by these valves drives the various clutch and brake band actuators, thereby controlling the operation of the planetary gearset to select the optimum gear ratio for the current operating conditions. However, in many modern automatic transmissions, the valves are controlled by electro-mechanical servos which are controlled by the electronic engine control unit
(ECU) or a separate transmission control unit (TCU, also known as transmission control module (TCM).
Hydraulic & lubricating oil: called automatic transmission fluid (ATF), this component of the transmission provides lubrication, corrosion prevention, and a hydraulic medium to convey mechanical power (for the operation of the transmission). Primarily made from refined petroleum, and processed to provide properties that promote smooth power transmission and increase service life, the ATF is one of the few parts of the automatic transmission that needs routine service as the vehicle ages.
Obviously, this thread is not for the novice mechanic. Not saying I am a professional, but unless you are very comfortable with a wrench and wiring I would not attempt this alone.
Should I keep my 4R70W?
Should I upgrade to a 4R100?
These questions should be contemplated over and over before even attempting a swap. Is this big and expensive of a task going to benefit you and your needs? Well unless you have major engine mods (375+ lb/ft tq) or need a transmission to handle excessive loads, I would say the 4R70 is fine. Numerically the 4R70W stands for (4 speed auto, with reverse, 70x10 = 700 tq ) Conversely, the 4R100 is rated up to 1000 ft/lbs of torque. This is why they are in lightning's and heavy duty applications.
Are there different variants of the 4R100?
Yes there are several different variants ranging from low to high end. The highest grade is obviously in the 7.3L diesel, but the bolt pattern will not fit our 5.4's so I will not discuss the heavily built diesel 4r100 tranny. The Lightning 4r100 is basically a deisel spec trans with one less plate in reverse and direct. It is much stronger than the reg gas trans.
Low:
The low end(not that they are cheap) but the internals are not of the highest grade are in the f250 LD's and 7700's(not all 7700's have 4R100's). These are still great transmissions. They just don't have the gut's like the others.
High:
The lightning has the highest quality of internals for any 4r100 that will directly bolt up to a 5.4L enginge.
Lightning
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
large tailshaft
5 reverse plates
4 direct plates
3 o/d plates
3 intermediate plates
4 forward plates
Reg gas 4r100:
aluminum 3 pinion o/d planet
aluminum 4 pinion forward planet
aluminum 4 pinion rev planet
small tailshaft
5 reverse plates
4 direct plates
4 forward plates
3 intermediate plates
# of o/d plates is model dependent (2 or 3)
With the initial introduction of the new F-Series in 1997, only the F-150 was produced. To bridge the gap between the F-150 and the previous generation heavier-duty models (to be replaced by the Super Duty series for 1999), the light-duty F-250 was produced as a temporary model for 1997-1999. While externally identical to the F-150 (with the exception of its 7-lug wheels), the F-250 gained increased load capability from a heavy-duty rear axle and load-leveling rear suspension. The F-250 HD (Heavy Duty) was in the same series as the F-350.
After the introduction of the Super Duty version of the F-Series in 1998 as a 1999 model, the light-duty version of the F-250 was discontinued; the heavy-duty suspension continued on as the "7700" package for the 2000-2003 F-150 (noted on the tailgate emblem).
E40D Applications:
1990–1996 Ford Bronco
1989–1998 Ford E-Series
1997–1998 Ford Expedition
1989–1998 Ford F-Series
4R100
1999–2004 Ford Lightning (F-150 SVT)
2002–2003 Ford F-150 Harley-Davidson Edition
1999–2003 Ford F-150 7700 Series (LEV - Low Emmissions Vehicles only)
1999–2003 Ford Super Duty
1999–2003 Ford Expedition (with 5.4 V-8)
2000–2003 Ford Excursion
1997–2004 Ford E-Series
Parts and operation
(http://en.wikipedia.org/wiki/Automatic_transmission)
A hydraulic automatic transmission consists of the following parts:
Torque converter: A type of fluid coupling, hydraulically connecting the engine to the transmission. It takes the place of a mechanical clutch, allowing the transmission to stay in gear and the engine to remain running while the vehicle is stationary, without stalling. A torque converter differs from a fluid coupling, in that it provides a variable amount of torque multiplication at low engine speeds, increasing breakaway acceleration. This is accomplished with a third member in the coupling assembly known as the stator, and by altering the shapes of the vanes inside the coupling in such a way as to curve the fluid's path into the stator. The stator captures the kinetic energy of the transmission fluid, in effect using the leftover force of it to enhance torque multiplication.
Pump: Not to be confused with the impeller inside the torque converter, the pump is typically a gear pump mounted between the torque converter and the planetary gearset. It draws transmission fluid from a sump and pressurizes it, which is needed for transmission components to operate. The input for the pump is connected to the torque converter housing, which in turn is bolted to the engine's flywheel, so the pump provides pressure whenever the engine is running and there is enough transmission fluid. Early automatic transmissions also had a rear pump, allowing push-starting.
Planetary gearset: A compound epicyclic planetary gearset, whose bands and clutches are actuated by hydraulic servos controlled by the valve body, providing two or more gear ratios.
Clutches and bands: to effect gear changes, one of two types of clutches or bands are used to hold a particular member of the planetary gearset motionless, while allowing another member to rotate, thereby transmitting torque and producing gear reductions or overdrive ratios. These clutches are actuated by the valve body (see below), their sequence controlled by the transmission's internal programming. Principally, a type of device known as a sprag or roller clutch is used for routine upshifts/downshifts. Operating much as a ratchet, it transmits torque only in one direction, free-wheeling or "overrunning" in the other. The advantage of this type of clutch is that it eliminates the sensitivity of timing a simultaneous clutch release/apply on two planetaries, simply "taking up" the drivetrain load when actuated, and releasing automatically when the next gear's sprag clutch assumes the torque transfer. The bands come into play for manually selected gears, such as low range or reverse, and operate on the planetary drum's circumference. Bands are not applied when drive/overdrive range is selected, the torque being transmitted by the sprag clutches instead. Bands are used for braking; the GM Turbo-Hydramatics incorporated this.[citation needed].
Valve body: hydraulic control center that receives pressurized fluid from the main pump operated by the fluid coupling/torque converter. The pressure coming from this pump is regulated and used to run a network of spring-loaded valves, check ***** and servo pistons. The valves use the pump pressure and the pressure from a centrifugal governor on the output side (as well as hydraulic signals from the range selector valves and the throttle valve or modulator) to control which ratio is selected on the gearset; as the vehicle and engine change speed, the difference between the pressures changes, causing different sets of valves to open and close. The hydraulic pressure controlled by these valves drives the various clutch and brake band actuators, thereby controlling the operation of the planetary gearset to select the optimum gear ratio for the current operating conditions. However, in many modern automatic transmissions, the valves are controlled by electro-mechanical servos which are controlled by the electronic engine control unit
(ECU) or a separate transmission control unit (TCU, also known as transmission control module (TCM).
Hydraulic & lubricating oil: called automatic transmission fluid (ATF), this component of the transmission provides lubrication, corrosion prevention, and a hydraulic medium to convey mechanical power (for the operation of the transmission). Primarily made from refined petroleum, and processed to provide properties that promote smooth power transmission and increase service life, the ATF is one of the few parts of the automatic transmission that needs routine service as the vehicle ages.
