Ford 4R100 4-Speed Automatic Transmission Service & Repair Manual

INTRODUCTION FORD 4R100 AUTOMATIC TRANSMISSION SERVICE GROUP 9200 S. DADELAND BLVD. SUITE 720 MIAMI, FLORIDA 33156 (305) 670-4161 DALE ENGLAND FIELD SERVICE CONSULTANT ED KRUSE TECHNICAL CONSULTANT WAYNE COLONNA TECHNICAL SUPERVISOR PETER LUBAN TECHNICAL CONSULTANT JIM DIAL TECHNICAL CONSULTANT GREGORY LIPNICK TECHNICAL CONSULTANT JERRY GOTT TECHNICAL CONSULTANT JON GLATSTEIN TECHNICAL CONSULTANT DAVID CHALKER TECHNICAL CONSULTANT STANTON ANDERSON TECHNICAL CONSULTANT ROLAND ALVAREZ TECHNICAL CONSULTANT MIKE SOUZA TECHNICAL CONSULTANT GERALD CAMPBELL TECHNICAL CONSULTANT 1 No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without written permission of Automatic Transmission Service Group. This includes all text illustrations, tables and charts. The information and part numbers contained in this booklet have been carefully compiled from industry sources known for their reliability, but ATSG does not guarantee its accuracy. Copyright © ATSG 2003 Updated October, 2003 The Ford 4R100 transmission is an updated version of the E4OD and was first introduced in the 1999 model year, and is currently found in the F250, F350, F450 and F550 Super Duty trucks, E150, E250, E350, E450 vans and the Expedition/Navigator/Excursion vehicles equipped with the 5.4L, 6.8L, and 7.3L engines. Some of the 4R100 units are equipped with a Power-Take-Off (PTO) window on the left hand side of the transmission case. The revisions in the 4R100 have created many new engineering changes that have affected many of the internal and external parts that will affect the servicing, repairing and overhaul of these units. We wish to thank Ford Motor Company for the information and illustrations that have made this booklet possible.

INDEX Copyright © ATSG 2003 FORD 4R100 2 AUTOMATIC TRANSMISSION SERVICE GROUP 9200 S. DADELAND BLVD. SUITE 720 MIAMI, FLORIDA 33156 (305) 670-4161 IDENTIFICATION TAG LOCATION AND INFORMATION ............................................................... 3 GENERAL DESCRIPTION AND OPERATION ..................................................................................... 4 COMPONENT AND SOLENOID APPLICATION CHART ................................................................... 5 "PTO" GENERAL REQUIREMENTS .................................................................................................... 6 ELECTRICAL COMPONENT DIAGNOSIS ........................................................................................... 8 FLUID REQUIREMENTS ....................................................................................................................... 12 SOLENOID PACK TESTING .................................................................................................................. 12 ABBREVIATION DESCRIPTION .......................................................................................................... 14 DIAGNOSTIC TROUBLE CODE CHART AND DESCRIPTION ........................................................ 15 LINE PRESSURE TEST .......................................................................................................................... 21 NON-PTO AND PTO HYDRAULIC DIFFERENCES ........................................................................... 22 PWM AND NON-PWM OIL PUMPDIFFERENCES ........................................................................... 34 CASE CHECKBALL LOCATIONS ......................................................................................................... 38 VALVE BODY CHECKBALL LOCATIONS ........................................................................................... 39 AIR PRESSURE CHECKS ...................................................................................................................... 40 TRANSMISSION DISASSEMBLY ......................................................................................................... 41 COMPONENT REBUILD SECTION TRANSMISSION CASE ASSEMBLY ................................................................................................ 55 FRONT AND REAR PLANETARYCARRIERS ............................................................................... 64 FORWARD CLUTCH HOUSING ...................................................................................................... 66 DIRECT CLUTCH HOUSING ........................................................................................................... 69 FORWARD, DIRECT, SUN SHELL SUB-ASSEMBLY .................................................................... 76 CENTER SUPPORT ASSEMBLY ...................................................................................................... 80 INTERMEDIATE/OVERDRIVE CYLINDER ASSEMBLY ............................................................. 82 OVERDRIVE GEARSET ASSEMBLY ............................................................................................... 84 COAST CLUTCH HOUSING DIFFERENCES ................................................................................ 88 COAST CLUTCH HOUSING ASSEMBLY ........................................................................................ 90 OIL PUMP ASSEMBLY ...................................................................................................................... 94 VALVE BODY ASSEMBLY ............................................................................................................... 100 TRANSMISSION FINAL ASSEMBLY ................................................................................................. 102 MANUAL VALVE CHECK .................................................................................................................... 111 MANUAL SHIFT LEVER DIFFERENCES ........................................................................................ 112 TORQUE SPECIFICATIONS ............................................................................................................... 115 VALVE BODY BOLT CHART AND IDENTIFICATION .................................................................... 116 BOLT CHART AND IDENTIFICATION ............................................................................................. 117 SPECIAL SERVICE TOOLS ................................................................................................................. 118

3 AUTOMATIC TRANSMISSION SERVICE GROUP Technical Service Information Copyright © 2003 ATSG RFF81P-7006-BA Ford Ford Ford 98 XW4P-AC RJL-B 004361 BD-9C17 17 C 9 BD- Build Date Year Month Day 9=1999 0=2000 1=2001 2=2002 3=2003 A=Jan B=Feb C=Mar D=Apr E=May F=Jun G=Jul H=Aug J=Sep K=Oct L=Nov M=Dec XW4P-AC 5G RJL-B BD-9C17 004361 004361 6520 4 X 4 4 X 4 1 2 3 4 Build Date (Year, Month, Day) Serial Number Transmission Model Assembly Part Number, Prefix And Suffix 1 2 3 4 TRANSMISSION IDENTIFICATION WITH POWER TAKE OFF OPTION PTO is available as an option on 8500 GVW or above, Super Duty F-Series trucks with 6.8L gasoline and 7.3L Diesel engines. Ford 4R100 transmissions on other models are not PTO capable. Note: Figure 1

AUTOMATIC TRANSMISSION SERVICE GROUP Technical Service Information 4 Copyright © 2003 ATSG TRANSMISSION DESCRIPTION AND OPERATION General Description Shift Quadrant Indicator Major Internal Components "Seven Friction Apply Elements" "Three One-Way Clutches" "Three Simple Planetary Gearsets" "Typical" Shift Quadrant Indicator The Ford 4R100 automatic transmission is a four forward speed unit with electronic shift control. It is designed for longitudinal powertrains for rear wheel drive vehicles. The 4R100 transmission features a four element torque converter design that includes Torque Converter Clutch (TCC) and a gear train that includes three planetary gearsets. Some models provide for Power Take Off (PTO) operation in all transmission shift lever positions. During PTO operation in OD, 4th gear is disabled. The hydraulic control system of the 4R100 unit has five electronically controlled solenoids for: Shift feel, through line pressure control. Shift scheduling, through shift valve position. Engine braking during coast conditions. TCC apply (On/Off or Modulating). Intermediate Band Coast Clutch, Multi-disc Overdrive Clutch, Multi-disc Intermediate Clutch, Multi-disc Direct Clutch, Multi-disc Forward Clutch, Multi-disc Low/Reverse Clutch, Multi-disc Overdrive Roller Clutch Intermediate Sprag Low Roller Clutch Overdrive Forward Reverse PRND21 Figure 2 Figure 3 Vehicles equipped with the 4R100 transmission have a Transmission Control Switch (TCS), also referred to as "Overdrive Cancel Switch", and a Transmission Control Indicator Lamp (TCIL), located on the end of the manual gear shift lever, as shown in Figure 3. The TCS is a momentary contact switch. When this switch is pressed, a signal is sent to the PCM to allow automatic shifts from 1st to 4th gear or from 1st to 3rd gear. After the TCS has been pressed the PCM turns on the TCIL lamp ("OFF"), to indicate that overdrive has been canceled, as shown in Figure 3. OVERDRIVE OFF OVERDRIVE OFF TCS SWITCH TCIL LAMP The shift quadrant has the following positions, as shown in Figure 2: P, R, N, D , 2 and 1. D position (TCS OFF) provides 1-2-3-4 automatic upshifts and downshifts. Coast braking occurs in 4th gear. (TCIL Not Illuminated) D position (TCS ON) provides 1-2-3 automatic upshifts and downshifts. Coast braking occurs in 3rd gear. (TCIL Illuminated) 2 position provides a pull-in shift to 3rd gear with coast braking. After an automatic downshift, a 2nd gear hold occurs with coast braking. 1 position provides a pull-in shift to 2nd gear with coast braking. After an automatic downshift, a 1st gear hold occurs with coast braking.

AUTOMATIC TRANSMISSION SERVICE GROUP Technical Service Information 5 Copyright © 2003 ATSG FORD MOTOR COMPANY 4R100 ("PTO" Version Illustrated) Reverse - 2.18 GEAR RATIOS Overdrive Clutch Overdrive Roller Clutch Intermediate Clutch Intermediate Band Intermediate Sprag Coast Clutch Forward Clutch Direct Clutch Low/Reverse Clutch Low Roller Clutch 1st Gear - 2.71 2nd Gear - 1.54 3rd Gear - 1.00 4th Gear - 0.71 Fwd Clut ON Hold Hold Hold Hold Hold Hold Hold Hold Hold Hold Hold ON ON ON ON ON ON ON ON ON ON ON ON ON On On On *On *On *On *On *On *On On On On On On On On On Mod Mod Mod Mod Mod Mod Mod Mod Mod On On Off Off Off Off Off Off Off Off *Off *Off *Off Off Off Off Off Off Off ON ON ON ON ON ON ON ON ON ON Int Clut Int Band O.D. Roller Low Roller SS1 SS2 CCS SOLENOIDS TCC EPC Int Sprag Dir Clut O.D. Clut Cst Clut L/R Clut Park/Neut Reverse OD-2nd OD-3rd OD-3rd** OD-3rd** = TCS "On" with TCIL illuminated showing "Off" OD-4th M-2nd M-1st OD-1st GEAR COMPONENT AND SOLENOID APPLICATION CHART *On = If the PCM determines that powertrain operating conditions exist for TCC apply, the TCC solenoid may be On (Modulating with PWM TCC units) in any forward gear except Manual 1st. *Off = Will be "On", if the TCS switch is pushed. Mod = Modulating at all times by the PCM and line pressure will be regulated based on throttle position, engine load and vehicle speed. Figure 4

AUTOMATIC TRANSMISSION SERVICE GROUP Technical Service Information 6 Copyright © 2003 ATSG PTO "GENERAL" REQUIREMENTS: RFF81P-7006-BA Ford Ford Ford 98 XW4P-AC RJL-B 004361 BD-9C17 PTO Window Figure 5 (1) Obviously the case must be PTO capable with the cast-in window in the transmission where the PTO unit mounts to the transmission, as shown in Figure 5. (2) Designed for use during Mobile (Some Models) or Stationary conditions. Shift Solenoid 2 and the Coast Clutch Solenoid must be energized when the PTO is turned ON. (3) PTO is available as an option only on 8500 GVW or above, Super Duty F-Series trucks with 6.8L Gasoline and 7.3L Diesel engines. Ford 4R100 transmissions on other models are not PTO capable. (4) (5) Battery voltage must be supplied to the Powertrain Control Module (PCM) input pin 4 on gasoline models, or pin 66 on diesel models, when the PTO is engaged. The processor uses this information to raise EPC pressure to approximately 55 PSI so that you do not burn the coast clutch. This voltage must be provided by the PTO installer. "GENERAL" CONDITIONS FOR OPERATION (1) (2) (3) (4) (5) The vehicle is not in the crank or start mode. The transmission range selector must be in the P, R, O.D, 2 or 1 position. The PTO will not operate when selector is in the neutral position. PTO operation is inhibited when in cranking mode, neutral, or 4th gear. Transmission only operates 1st through 3rd gears. Computer strategy does not allow 4th gear to engage, under any conditions. Transmission Fluid Temperature Sensor (TFT) reading must be up to operating temperature. Specific Operation For Diesel, See Page 7. GASOLINE ENGINE PTO OPERATION: (1) (2) (3) (4) PTO installer must obtain a "High Idle Throttle Control" from an aftermarket source. Auxiliary Powertrain Control Module seen on Page seven, does not work on the gasoline engine models. APCM module works only on the 7.3L diesel engine. For stationary PTO operation an engine idle speed of 1300 RPM is required. The Torque Converter Clutch (TCC) engages once the engine reaches 1300 RPM. TRANSMISSION FUNCTIONS DURING PTO OPERATION: (1) (2) (3) (4) (6) (5) Shift Solenoid 2 and Coast Clutch Solenoids are turned on, the coast clutch activates and does not allow 4th gear operation during PTO operation. Electronic Pressure Control (EPC) pressure is raised to approximately 55 PSI. This is why the coast clutch will be smoked in a short period of time if a battery voltage wire is not supplied to EEC input pin 4 (gasoline) or pin 66 (diesel) when the PTO is engaged, as this rise in pressure would not occur. The Transmission Control Indicator Lamp (TCIL) illuminates. When the PTO is turned ON, the transmission operates only in 1st through 3rd gears. Overdrive 4th gear is not allowed by the PCM strategy. PTO operation can cause transmission fluid temperature to exceed the recommended maximum limit of 250 degrees F. Failure mode logic within PCM strategy prevents transmission damage by disabling the PTO above this temperature limit. The transmission shift schedule is early and shift feel is very firm.

AUTOMATIC TRANSMISSION SERVICE GROUP Technical Service Information 7 Copyright © 2003 ATSG Ford Ford Ford Ford RPM CONTROL RPM CONTROL CHARGE PROTECT CHARGE PROTECT POWER POWER 2500 AUXILIARY POWERTRAIN CONTROL MODULE AUXILIARY POWERTRAIN CONTROL MODULE CHARGE PROTECTION APPLICATION KITS INCLUDE RPM CONTROL Charge Protection is used for maintaining battery charge. In Charge Protection mode, the battery voltage is monitored and the engine idle speed is increased as necessary, so the battery charge is maintained as required. Charge Protection can be activated from in-cab and can be programmed to activate automatically on engine start-up. Exclusively for light trucks with the 7.3L Diesel Engine. Intended for Stationary Use Only. Order Guide Option Code 961. Aux. Powertrain Control Module. Mounting Hardware and Bracket. Wiring Harness. Instruction Booklet. Operators Card. LCD screen displays the current engine speed or battery voltage. Each Single Arrow key contains a preset speed allowing for four programmable RPM settings. The Double Arrow keys can also be used to manually raise or lower the engine speed at a faster or slower rate. RPM Control is used for This is the recommended method of elevating idle speed for PTO operations. RPM Control mode can be activated from in-cab and can be programmed to activate automatically on engine start-up. The programmable speed presets range from 1300 to "AUXILIARY" POWERTRAIN CONTROL MODULE 7.3L DIESEL ENGINE (ONLY) The Auxiliary Powertrain Control Module (APCM) commands the Electronic Engine Control (EEC) module to increase the idle speed during PTO operation. The APCM controls engine speed from 1300 to 2500 RPM. The Auxiliary Powertrain Control Module is a seperate option, it does not come standard with a PTO capable transmission, and is for 7.3L diesel applications only. Intended for stationary use only, and in stationary operation the PTO requires an engine idle speed of 1300 RPM. During stationary PTO operation on the 7.3L diesel, the EEC increases the idle to 1300 RPM automatically. During stationary PTO operation, the Torque Converter Clutch (TCC) engages once the RPM reaches 1200-1300 RPM. The following conditions must be met before the idle speed is increased: 1. Parking brake must be engaged for all applications. 2. No hydraulic brake actuation. 3. Accelerator pedal must be in the idle position. 4. Vehicle speed must be zero MPH. 5. Brake lights must be functional. DIESEL ENGINE PTO OPERATION: Figure 6

DIAGNOSTIC CONCERNS WITH PTO EQUIPPED VEHICLES: ELECTRICAL COMPONENT DIAGNOSIS (1) (2) (3) (4) Always ensure that PTO is turned OFF, before any diagnostic procedures begin. Never perform any transmission special tests (i.e. pressure test, stall test etc.) when the PTO is turned ON. If a transmission concern or symptom goes away with the PTO turned OFF, it is most likely not a transmission concern. On Board Diagnostics operate normally during PTO operation with the exception of the engine misfire monitor. The circuit checks made by the PCM and Failure Mode Effect Management (FMEM) capability will continue. The PTO must be turned OFF to access Diagnostic Trouble Codes (DTC's) and perform OBD tests. Caution: If the batteries are disconnected for any reason, the PCM "must" have a 7 mile drive cycle at speeds above 50 MPH, before it remembers that it is capable of running a PTO AUTOMATIC TRANSMISSION SERVICE GROUP Technical Service Information 8 Copyright © 2003 ATSG Accelerator Pedal Position Sensor (Diesel Only) 4X4 Low Switch The Accelerator Pedal (AP) position sensor is mounted on the accelerator pedal inside the vehicle and detects the position of the accelerator pedal and sends this information as a varying voltage signal to the PCM. The PCM then uses the monitored voltage level of the AP sensor for control of EPC pressure and shift scheduling. The Idle Validation Switch is fed voltage through fuse number 19, as well as the Transmission Control Switch, as shown in Figure 7. If the Idle Validation Switch feed voltage is lost for any reason, the engine will immediately return to idle and stay there until feed voltage is restored. FUSE 19 Red/Yellow Transmission Control Switch (TCS) Clutch Pedal Position (CPP) (Std Trans Only) Idle Validation Switch (IVS) (Diesel Only) Overhead Trip Computer Module Generic Electronic Module (GEM) Instrument Cluster Terminal A12 Instrument Cluster Terminal B11 CENTRAL JUNCTION BOX Figure 7 Figure 8 The 4X4 Low Switch is used to the PCM that the transfer case system is operating in LOW range. The PCM receives the 4X4 Low Switch input signal and modifies shift scheduling for the lower gear ratio (See Figure 8). If the 4X4 LOW indicator fuse is blown, the transmission will shift according to the 4X4 LOW shift schedule, regardless of transfer case lever position. PCM PIN 14 Lt. Blue/Black

AUTOMATIC TRANSMISSION SERVICE GROUP Technical Service Information 9 Copyright © 2003 ATSG Copyright © 2003 ATSG Turbine Shaft Speed Sensor PTO Models Only = 496-1244 Ohms Resistance Part Number F81Z-7M101-BA Non PTO Models Only = 781-1979 Ohms Resistance Part Number F81Z-7M101-AA Copyright © 2003 ATSG Output Shaft Speed Sensor All Models = 781-1979 Ohms Resistance Part Number F81Z-7M101-AA Turbine Shaft Speed Sensor Output Shaft Speed Sensor The Output Shaft Speed (OSS) sensor is a magnetic pickup that sends the PCM a frequency signal related to the rotating speed of the transmission output shaft. The OSS sensor was added to the top of extension housing, as shown in Figure 10. The OSS is triggered by an added rotor pressed onto the output shaft. The park gear is also now pressed onto the output shaft, and the number 13 thrust washer has changed to a thrust bearing, as shown in Figure 11. We have provided you with the resistance reading and the OEM part number for the output shaft speed sensor. Refer to Figure 10 for output shaft speed sensor information. The PCM uses the OSS sensor signal to control EPC pressure, shift scheduling and TCC strategy. The Turbine Shaft Speed (TSS) sensor is a magnetic pickup that sends the PCM a frequency signal related to the rotating speed of the transmission input shaft. The TSS mounts on the top front of the case on some models, as shown in Figure 9. We have also provided you with the resistance readings and OEM part numbers on both Turbine Speed Sensors, as the PTO and Non-PTO models use different sensors, as shown in Figure 9. The PCM uses the TSS sensor signal to control EPC pressure and TCC strategy. Figure 9 Figure 10 Figure 11 The Park Gear is also a press fit to the output shaft, and the number 13 thrust washer, between the case and the park gear has been replaced with a needle bearing. OSS Rotor Park Gear (Press Fit) (Press Fit)

ELECTRICAL COMPONENT DIAGNOSIS DTR TESTING PROCEDURE AUTOMATIC TRANSMISSION SERVICE GROUP Technical Service Information 10 Copyright © 2003 ATSG Digital Transmission Range Sensor The Digital Transmission Range (DTR) sensor has a twelve pin electrical connector and is located on the outside of the transmission at the manual lever, as shown in Figure 12. The DTR sensor completes the start circuit in Park and Neutral, the backup lamp circuit in Reverse, and the neutral sense circuit (4WD Only) when in Neutral. The DTR sensor also opens or closes a set of four different switches that are monitored by the Powertrain Control Module (PCM) to determine the position of the transmission manual lever. Refer to Figure 13. Figure 12 Ford F7TP-7F293-AA NEUTRAL L C RFF81P-7006-BA Ford Ford Ford 98 XW4P-AC RJL-B 004361 BD-9C17 In Figure 13 we have provided you with pin number identification for both the transmission range sensor and the vehicle harness. We have also provided a chart that will give you the open/closed state of each internal switch, dependent on selector position, and notice that three positions read a 270Ω resistor, that is also internal. Note: All testing that we have provided for you is done with a DVOM, set to the ohms position, and all tests are performed with the ignition switch in the "OFF" position. (1) Testing the transmission range 3A switch, and the 270Ω internal resistor is done across pins 2 and 3 of the DTR sensor, and must be checked in each selector position to determine the switch and resistor integrity. Refer to Figure 13. (2) Testing the transmission range 1 switch is done across pins 2 and 4 of the DTR sensor, and must be checked in each selector position to determine switch integrity. Refer to Figure 13. (3) (4) (5) (6) Testing the transmission range 2 switch is done across pins 2 and 5 of the DTR sensor, and must be checked in each selector position to determine switch integrity. Refer to Figure 13. Testing the transmission range 4 switch is done across pins 2 and 6 of the DTR sensor, and must be checked in each selector position to determine switch integrity. Refer to Figure 13. Testing the reverse lamp circuit is done across pins 9 and 11 of the DTR sensor, and must be checked in each selector position to determine switch integrity. Refer to Figure 13. Testing the neutral start circuit is done across pins 10 and 12 of the DTR sensor, and must be checked in each selector position to determine switch integrity. Refer to Figure 13.

Ford 4R100 4-Speed Automatic Transmission Service & Repair Manual

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