Released as an upgrade to the E4OD in 1999, the 4R100 was applied to heavy-duty Ford trucks such as the Expedition, Excursion, E-series, and F-250 Super Duty.
However, the model dropped in 2003 when the 5R110W replaced it. It mostly served on vehicles fitted with 7.3L, 5.4L, and 6.8L motors.
Variations of the 4R100 include a power-take-off mechanism or PTO on the western side of the transmission shell.
Vehicles with the PTO include the F-Series trucks fitted with 7.3L 4r100 diesel transmission and 6.8L gas engines.
The power take-off was only available in vehicles with a gross weight rating of 8500.
It is also worth noting that the PTO was operational in all transmission gear lever postures.
However, the fourth gear is put out of action while in overdrive.
Identify the 4R100
Look for the white card inside the driver’s door to see which transmission you have or get details on the build date or serial numbers and other important information.
It should have details on the year of manufacture, transmission, engine specs, and more in small dark lettering.
Alternatively, on the back end of your transmission exterior, you should see a square plate towards the lower side.
This plate should have the build date, serial number, transmission, model, and assembly part numbers.
Ford 4R100 Troubleshooting Guide
Common problems associated with the 4R100 include:
Transmission Slipping on Gear Shift
The first thing you should do after noticing incorrect shifting is to check the DTR or digital transmission range sensor’s alignment.
If it is in disorder, this may cause a late transmission response from your vehicle.
You should also observe to see if the overdrive light blinks. If a fuse is not the issue, your transmission’s solenoid could be.
The solution, in this case, would be to rebuild your transmission.
This will save you a lot of money, as the 4r100 transmission rebuild cost is thousands of dollars cheaper than procuring a new one.
However, with more than 85 pieces to place precisely, this is not a job for the amateur.
A trained transmission mechanic is your best bet, as this requires adequate experience to get the 4R100 back on the road.
Engaging a qualified professional will help you save money on future repairs as you have the assurance that the job will be done right the first time.
Any incorrect repairs may result in you having to buy the whole transmission, as the core transmission can get permanently damaged.
Transmission Fluid Leak
Two opposite scenarios are likely to blame here:
- The vehicle has not been operating for a while, and the front seal, among others, may have dried and cracked.
- The transmission has seen steady use, causing the housing of the torque converter to leak. When identified as the only malfunction, this will be solved by changing the torque converter seal.
Conditional to how long you operated the vehicle without noticing the leak and how much fluid you lost, you may need to replenish lost fluid and replace seals, rebuild the transmission, or buy a used transmission.
You should apply the highest vetting standards when looking for a replacement 4R100.
Only purchase from proven manufacturers with warranties for their machines.
Shifting Rigidly Between Gears
A broken or stuck accumulator could be the problem here. Sometimes, they can get stuck in their bones and cause shifting difficulty.
Precisely remove the accumulator from the transmission and observe the bore for any signs of deterioration.
Polish the bore with a fluffy, dry cloth, and check if the linings have any defacement or clogging.
A damaged line moderator valve could also be to blame. One way to know is if the hard shift occurs on every single gear, and if it does, you will have to buy a new transmission modulator valve and replace the overrun one.
Vehicle Encumbered in Reverse
The IAC valve is most likely defective if your engine stalls during reverse. The IAC valve directs the vehicle’s RPM during idling. This device is made to last the period of the vehicle itself.
When a malfunction happens, you can be sure something is wrong. Jamming the actuator will cause this kind of damage, whether partial or complete seizure.
Solve this by detaching the IAC 4R100 valve body and thoroughly cleaning it. If this does not solve your problem, you must buy a new valve or an actuator.
To avoid confusion, the symptoms associated with the shift solenoid have been listed separately from the others.
The 4R100’s shift solenoid gets instructions from the control module and appropriates fluid pressure exerted on the transmission valves.
4R100 Shift Solenoid Symptoms
A few symptoms overlap with other general troubleshooting issues. That is why the solenoid points come separately.
- Rigid, late, or sliding shifts are noticeable. Air in the transmission, leaking fluid, or a defective pressure regulator valve in the solenoid cause difficulties shifting gears. A build-up of resistance inside the solenoid circuit could also be the cause. Shorts, open wires, or damage to insulation are all possible precursors to resistance accumulation in the 4R100 solenoid.
- Transmission scope loss. This is quite direct, a bad shift solenoid on the transfer housing. P0420 is a diagnostic code indicating that your ECM has identified a problem with the solenoid. If you keep getting this code, you should probably replace your solenoid.
It is also advisable to check fluid amounts in the transfer case reserve to see if there is a leak on the solenoid.
Faulty or loose connections on the ECM should also be periodically checked to avoid exaggerated bills. This will also save you money in the long run.
Different Nuances for Different Versions of Transmission
As mentioned earlier, Ford made a Power Take-Off option available for F250, F350, F450, and F550 super-duty trucks.
Many changes were necessary for the 4R100 to be functional with the PTO.
Other than cosmetically, other changes had to be made to the hydraulic and drive gear.
For example, for the coast clutch to run in settings other than the driving range, modifications were made to the hydraulic components of the transmission.
Other parts affected were the following:
- Spacer plate, lower valve body. A passage was added to the body, and a hole was added to the spacer plate to accommodate the passage. The lower valve body had a passage connecting to the exhaust in the core body.
- Valve housing for spacer plate(case spacer plate). PTO designs included a perforation in the case frame plate to provide the three to four-shift faucets with the resultant pressure. Another passage was included for PTO and non-PTO versions to couple the solenoid regulator valve oil to provide lubrication.
- Main valve framework. On the upper side, a passage was added to provide line pressure to the 3 to 4-shift valve, much like in the valve housing. Another chamber was added to connect the coast clutch circuit to an exhaust.
- Transmission case. The transmission housing was customized to allow the addition of the PTO window. Both PTO and non-PTO models also had a rift added to separate the rear lubrication system and employ central lubrication.
You mustn’t mix parts meant for PTO and non-PTO models to avoid issues and save money.
Some of these are not interchangeable, and shoehorning can lead to detrimental damage.
The 4r100 check ball location has had some changes in placement over the years.
The main issues associated with check balls and the 4R100 are the varying theories on optimal check ball installation.
Some mechanics or fellow Ford owners have tinkered with the balls, and the reported results have varied.
Some enthusiasts believe leaving out certain balls will improve performance in specific shifting scenarios.
Remember that everything in the machine has a purpose, down to the smallest springs and nuts.
These balls facilitate fluid movement and other functions during very specific operations, and misplacing even one can result in malfunctions.
