Ford F150 Transmission

Ford F-150 Transmission Rebuild
Ford F-150 Transmission
Ford F150 Transmission Problems

FORD LOOK-UP TABLE: Model. Transmission Type. Engine Type/Size. Transmission Model. 2000E: 1974: C4: 2000E: 1975-1981: C3: AEROSTAR: 1995: 4 SP RWD. Most Ford F-150 trucks have the transmission dipstick located to the immediate left, or on the passenger side. It looks like a bright yellow ring. However, newer truck models with the 6R80 will have a hidden dipstick located on the actual transmission body.

JASPER® remanufactured Ford 4R70W/4R75W transmissions are built to meet, or exceed, OEM measured standards and have a 3 year/100,000 mile nationwide, transferable parts and labor warranty. Click here for complete warranty information. Remember, this is a completely remanufactured automatic transmission assembled to exacting tolerances and live-run dynamometer tested for reliability.

The 4R70W/4R75W transmission is used extensively in such popular applications as the following:

Ford (F-150 Series pick-up trucks, E-150 Series vans, Explorers, Expeditions, Crown Victorias, Mustangs and Thunderbirds)
Lincoln (Town Cars and Mark VIIIs)
Mercury (Cougars, Grand Marquis, Mountaineers and Marauders)

The 4R70W/4R75W transmission is susceptible to issues that include: loss of forward gears, intermediate clutch failure, loss of second gear, delayed reverse or shudder in reverse, delayed/no lock-up, harsh 2-3 shift, loss or slipping in forward gears, direct clutch failure or loss of third and fourth gears, low pressure or harsh shifts and front seal leaks or pump noise. JASPER has addressed these issues to improve the reliability of this automatic transmission.

JASPER remanufacturing advantages include:

Installation of NEW updated billet forward drum, with a solid snap ring groove, where applicable, to eliminate fatigue due to higher pressure and multiple engagements.
Snap ring on the intermediate clutch is replaced with a wrap-style snap ring and staked retainer to prevent the snap ring from popping off causing intermediate sprag failure and eventual unit failure.
100% Boost valve kit replacement (high wear point) to prevent delayed reverse, reverse shudder, and poor reverse boost.
100% pressure regulator valve replacement (high wear point) to prevent low line pressure rise, soft shifts, and delayed engagement.
100% bypass converter clutch sleeve and plunger valve kit replacement (high wear point) to prevent delayed lock-up, no lock-up, and shudder condition.
JASPER Exclusive - 100% installation of updated synthetic rubber-molded accumulator piston to reduce wear.
Installation of an additional third plate on the separator plate to prevent direct clutch failure.
100% replacement of low servo modulator spring to maintain manual low pressure.
Finish-in-place bushing and lathing process ensures pump bushing concentricity and alignment to improve bushing to converter hub contact and prevent front seal leaks, pump noise, and fluid contamination.
Rooster comb is modified on police applications to prevent low roller sprag failure.
Police applications include a 7-plate direct clutch for increased durability.
100% dynamometer tested for proper gear ratios, line pressure, cooler pressure and flow, and noise. Direct and forward clutch are tested, on and off, to verify that there are no cross leaks between the two.

Please visit our Video Library to learn more about some of the quality processes we perform to this transmission family.

Go to our online catalog to get a price on a JASPER 4R70W/4R75W automatic transmission for your specific vehicle application. Most applications of the JASPER remanufactured 4R70W/4R75W transmission are available immediately from our huge distribution network across the U.S. This means you can be up and running again quickly and reliably. So, as soon as you get a price from our online catalog, just click on the “Find an Installer” icon to find the installer closest to you.

Full warranty disclosure available on our website or upon request. Specifications subject to change without notice.

AOD
Overview
Manufacturer	Ford Motor Company
Production	1980–2014
Body and chassis
Class	4-speed longitudinalautomatic transmission
Related	Ford FMX
Chronology
Predecessor	C4 C5 Ford FMX
Successor	6R

The AOD (automatic overdrive) is a four-speed automatic transmission, with the 4th gear as overdrive. Introduced in 1980, it was Ford's first four-speed automatic overdrive transmission. The gearset design is based on the Ford 'X' automatic transmissions used during the 1950s, '60s, and '70s. The AOD replaced many of Ford's older transmissions such as the C4, C5, and light duty applications of the FMX.

History[edit]

In 1962 Ford began working on a new type of automatic transmission that would emphasize fuel economy and driveability. The new transmission was built around the Ravigneaux planetary gearset of the 'X' transmissions. Where many transmissions had a fourth gear added on as an afterthought, Ford's new transmission was designed with a fourth gear integrated into the gearset. Because it was based on the 'X' transmissions, its gear ratios from 1-3 were the same with the fourth being 0.67:1. The transmission featured a split-torque application for third gear as well as a lockup in the torque converter. The XT-LOD was initially abandoned in 1966 but design began again in 1974 as a result of rising gas prices. The project was shelved with a design that lacked a dampener in the torque converter but after the project was revisited a dampener ultimately made its way into the final design. The transmission was introduced when Ford started to downsize its full size line in 1979. Initially called XT-LOD (Extension Lock-Up Overdrive) its name was changed when revisited in 1974 to FIOD (Ford Integrated Overdrive) and then to its final name in 1979, the Ford AOD transmission.

Applications:

1980–1986 Ford LTD
1980–1993 Ford Thunderbird
1980–1993 Mercury Cougar
1984–1993 Ford Mustang
1980–1986 Mercury Marquis
1983–1993 Ford Econoline
1983–1991 Ford LTD Crown Victoria
1983–1992 Mercury Grand Marquis
1982–1993 Ford Bronco
1981–1992 Lincoln Town Car
1980–1987 Lincoln Continental
1980–1983 Continental Mark VI
1984–1985 Continental Mark VII
1986–1992 Lincoln Mark VII
1992 Ford Crown Victoria
1980–1993 Ford F-Series

Gear ratios[edit]

First: 2.47:1
Second: 1.47:1
Third: 1.00:1
Overdrive: 0.67:1
Reverse: 2.00:1

AODE[edit]

The AOD was redesigned with electronic controls in 1992, becoming the AOD-E. It was mainly intended for the new ModularV8 at first, but it was also adapted to the old AOD bell-housing for vehicles still powered by pushrod-valve engines. While the AOD and AOD-E are similar to each other (oil pans, casings, bell-housing, and internals), they are not interchangeable with each other because the AOD-E's shift points are controlled electronically from a combination of solenoids and the Powertrain Control Module (PCM) while the AOD's shift points are hydraulically controlled by a throttle valve rod.

Applications:

1992–1994 Lincoln Town Car
1992 and up Ford F-Series trucks and E-Series vans
1993–1994 Ford Crown Victoria
1993–1994 Mercury Grand Marquis
1994–1995 Ford Mustang

4R70W[edit]

A revised version of the AOD-E Transmission was released in 1993 with the Lincoln Mark VIII. Unlike the AOD-E, Reverse, 1st, and 2nd gear ratios in the 4R70-W are numerically higher, giving the transmission a better mechanical advantage and in turn, better take-off acceleration, better passing acceleration, slightly lower fuel consumption, and designed for better gearset strength; The 4th gear ratio in the 4R70-W is up 0.70:1 from 0.67:1. Although this may sound bad, fuel economy is slightly increased and downshifting is slightly decreased for less wear. On vehicles powered by the 5.4L V8, a stronger gearset is used than in normal duty 4R70Ws and Torque Converter stall speeds is also slightly lower because of the 5.4L’s increased low end torque opposed to the 4.6L. In 1998, due to durability concerns, the intermediate one-way roller clutch was replaced with a mechanical diode providing extra holding capacity and longer service.

While there is some speculation that the 70 can be multiplied by 10 to indicate the ft-lb of torque this transmission is capable of handling including torque converter multiplication, (i.e. 700 ft-lb of torque), there is no reliable source indicating this. In fact a Ford document stated that the 2003 'Expedition's 4R70W transmission is rated to handle up to 506 foot-pounds of torque, which provides a large performance cushion beyond the peak torque rating of Expedition's largest available engine.'^[1] It is more plausible that the number indicates the torque handling capability in N-m, as 506 lb-ft converts to 686 N-m which could be rounded to 700 N-m. The '70' may also refer to the transmission's torque capacity after torque converter multiplication which occurs at low rpm's when the torque converter is more 'elastic'. 4R70W indicates 4 gears, Rear wheel drive and Wider gear ratio compared to the AODE.

The gear ratios are:

First: 2.84 :1
Second: 1.55 :1
Third: 1.00 :1
Overdrive: 0.70 :1
Reverse: 2.32 :1

Applications:

- 1993–1998 Lincoln Mark VIII
- 1993–2003 Ford F-Series
- 1994–1997 Ford Thunderbird
- 1995–2004 Ford Crown Victoria
- 1996–2001 Ford Explorer
- 1993–2004 Lincoln Town Car
- 1994–1997 Mercury Cougar
- 1995–2004 Mercury Grand Marquis
- 2003 Mercury Marauder
- 1997–2004 Ford Expedition
- 1997–2001 Mercury Mountaineer
- 1996–2004 Ford Mustang
- 2004–2005 Rover 75 V8

4R75W[edit]

In 2003 Ford revised the 4R70W transmission with a stronger ring gear that had 24 lugs, as opposed to 6, for the output shaft sensor (OSS) to read off of, a new torque converter, a revised front pump assembly, and a vehicle speed sensor (VSS) that complements the OSS to improve shift quality and efficiency. These improvements allowed the 4R75W to handle more power while being more efficient and economical. While not used on all 2003 model year vehicles, the 4R75W/E transmissions eventually replaced the 4R70W/E.

Newer transmissions that are referred to as 4R70E or 4R75E have modifications that compliment Fords switching to throttle by wire. The PCM was given a more powerful microprocessor and Ford added a turbine speed sensor to the transmission. This allows the PCM to know the speed of the input shaft after the torque converter which is used in combination with crankshaft speed to detect the amount of slipping going on in the torque converter. This information provides PCM with the basis for fully electronic shift scheduling which limits 'hunting' and fine-tunes shift speed and feel. It lets the PCM know what the torque will be in the next gear so it can choose the shift points based on the vehicle's projected performance in the next gear. Coupled with the electronic throttle strategy, the transmission computes the output torque required to maintain the vehicle speed, and chooses the correct gear and converter state accordingly.

Modification[edit]

The most practical modification for the 4R70W is the J-mod. It involves modifying the valve body separator plate and gaskets as well as changing or removing accumulator springs to alter the shift timing of the transmission. While these modifications can be done to the 4R75W transmission, the results are not as dramatic, as some of the details of the J-Mod (bigger holes in the separator plate and gasket) were done to the transmission in its design. These modifications are specified by one of the Ford engineers who designed the transmission. It offers faster engagement, quicker shifting, smoother operation, and increased service life. All parts can be bought at Ford dealers for less than $60 including the fluid.

A 20,000+ GVW cooler is highly recommended for all vehicles. Breakdown of the transmission fluid often results in 'converter shudder' (feels like driving over rumble strips) where converter tries to maintain a steady slip rate during lock-up, but alternates between slipping and grabbing. Frequent fluid changes, especially when used for towing, are the single best method to prevent shudder. Shudder occurs because the torque converter never fully enters 'lock-up', and ends up bouncing in and out of lock-up to slip. This causes the engine to flare up and then down again as the clutch cannot hold back the power of the engine.

4R7xx Usage[edit]

2002

4R70W used in all applications:

2003

4R75W Used in:

Ford Mustang (GT and Mach 1)

4R70W usage in trucks:

5.4 L V8 F-150, Ford E-Series, and Ford Expedition
4.6 L V8 Ford E-Series Van, 4.2 L and 4.6 L F-150

4R70W usage in cars:

3.8 L V6 Ford Mustang
Ford Panther platform Cars: Ford Crown Victoria, Mercury Grand Marquis, Mercury Marauder and Lincoln Town Car

2004

4R75E used in:

5.4 L 3 Valve V8 F-150

4R70E used in:

4.6 L V8 F-150(except F-150 Heritage)

4R75W used in: