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2-3 Bind-up &/or Burnt Band or No 2-3 Upshift
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
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2-3 long slide w/Tail Bump, Slide-Bump Reverse engagements, 2-3 Slip info
Source: by altousa.com
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4R100 Swap Info
Source: by heatmiser (Chuck) at fourdoorbronco.com
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4R70W Swap Info
Source: by Ryan M (Fireguy50) at FSB
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B&M Shift Improver Installation in a 93
Source: by Froggmann (Ken P) at froggmann.com
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Bang, Low Reverse Modulator Valve Springs; (a product); "...When clutch clearance between the coast direct and low reverse clutches don't time up just right a harsh engagement will result. The springs supplied this is problem solver will help to make this engagement right. Includes enough springs to fix three transmissions..."
Source: by superior-transmission.com
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Baumann TCS Installation Manual
Source: by Baumann Electronic Controls, LLC becontrols.com
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Baumann TCS Software Manual
Source: by Baumann Electronic Controls, LLC becontrols.com
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Borg Warner 1356 Manual Shifter Assembly Linkage pics in a 95
Source: by Shadofax (TheJuice, The Juice, Mark Z) at SuperMotors.net
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C6 EEC Swap Info in a 95; "..."...I can make the electrical work Just the cost of the computer, $50-$200 depending on your shoping skills. 1994-95 5.0L Mustang (manual trans) F4ZF-12A650-EA T4M0, A1 CARDONE Part # 785918 ,STANDARD MOTOR PRODUCTS Part # EM10101..."
Source: by Ryan M (Fireguy50) at FSB
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C6 Swap Info in a 95 (all pics are gone; see Raf's bronkzilla.com site or my Link here), info begins on page 4); go to page 2 or 3 and see Fireguys info on the EEC comp swap
Source: by Rafael E (Bronkzilla, stressed) at FSB
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C6 Swap Issues in a 95 (all pics are gone; see Raf's bronkzilla.com site or my Link here))
Source: by Rafael E (Bronkzilla, stressed) at FSB
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C6 Swap pics in a 95
Source: by Rafael E (Bronkzilla, stressed) at bronkzilla.com
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C6 to E4OD Swap Info in an 88
Source: by Eric D (Beast, B-Man) & Trent (Picador, a Four Door 79, InfoFord) at FSB
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C6 to E4OD Swap pics in an 88
Source: by Eric D (Beast, B-Man) at SuperMotors.net
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Changes through the Years Summary
Source: by miesk5 at FSB
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Check Ball Location Diagram
Source: by terd_ferguson_1 at fordf150.net
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Clunk or grunt from the driveline during acceleration or stopping may be caused by engine torque preventing the slip yoke from sliding smoothly on the transmission output shaft splines (TSB 96-23-20, Nov. '96)
Source: by CanadianDriver.com
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Clutch Interlock Switch Wiring Diagram in a 91
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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Cold Start; Any Ford E4OD regardless of gas or diesel will not lock the converter until the coolant temp reaches 100 degrees. I think this is so you don't lug a cold motor which is as bad as revving a cold motor.
Source: by STROKER DUMP at thedieselstop.com
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Cooler & Filter Installation pics in a 90
Source: by 90Beater (Topher, Chris) at bronco.tophersworld.com
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Cooler & Remote Spin-On Filter (Hayden) Installation in a 96
Source: by David C (Zak the Bronc, Big Green and Ugly, Dangling Dave) at FSB
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Cooler & Remote Spin-On Filter (Summit)
Installation pics in a 95
Source: by Ian L (stangmata, stangmata50l, Bronco) at SuperMotors.net
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Cooler & Remote Spin-On Filter (Summit) Installation in a 95
Source: by Ian L (stangmata, stangmata50l, Bronco) at bucknakedoffroad.com
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Cooler & Remote Spin-On Filter (Hayden) Installation in a 96
Source: by David C (Zak the Bronc, Big Green and Ugly, Dangling Dave) at SuperMotors.net
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Cooler (B&M 70264) pics in a 96
Source: by Al S (White Cloud, OwlStu) at SuperMotors.net
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Cooler By-Pass Tube O-Rings; "...TransTec has added the O-ring seals required to service the cooler by-pass tube for all E40D & 4R100 s. The cooler by-pass tube assembly was introduced in 1997 as a production item for some models and an upgrade for all previous models. For all 1998-Up 4R100 s it is a production item. There are two different Ford part numbers due to changes in the case fittings and vehicle applications. These seals will fit all applications regardless of assembly part number. Care must be taken when disassembling the fitting from the tube. One O-ring is used as the retainer and will be destroyed upon disassembly. Two O-ring seals are used to seal the fitting to the tube. When reassembling the tube, the use of a lubricant to ease insertion of the retaining Oring is strongly suggested..."
Source: by transtec.com
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Cooler Fitting Locations/Flow Direction
Front ¼" Pipe Cooler feed/out
Rear ¼" Pipe Return/in
Source: by TCI Automotive tciauto.com
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Cooler Installation (partsamerica.com) in a 94
Source: by hipropos (Dale P) at FSB
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Cooler Installation (from Van) in a 92
Source: by Jeremy M (Big 92, jermil01) at FSB
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Cooler Installation (from Van) in a 92
Source: by Jeremy M (Big 92, jermil01) at SuperMotors.net
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Cooler Installation (p/n F4TH-7A095-A) in a 93
Source: by Richard C (Bigric, Money Pit) at SuperMotors.net
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Cooler Installation (Summit DER-13950) in a 91
Source: by California Monkey (Richard, Mama Cass) at UC4x4
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Cooler Installation (Summit DER-13950) in a 91
Source: by California Monkey (Richard, Mama Cass) at FSB
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Cooler Installation in a 94
Source: by hipropos (Dale P) at FSB
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Cooler Installation in a 95
Source: by J. Mark M (DAMIAN) at FSB
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Cooler Installation in a 96
Source: by David C (Zak the Bronc, Big Green and Ugly, Dangling Dave) at SuperMotors.net
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Cooler Installation in a 96
Source: by David C (Zak the Bronc, Big Green and Ugly, Dangling Dave) at FSB
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Cooler Installation pics (partsamerica.com) in a 94
Source: by hipropos (Dale P) at SuperMotors.net
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Cooler Installation pics (Summit DER-13950) in a 91
Source: by California Monkey (Richard, Mama Cass) at SuperMotors.net
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Cooler Return Line - Rear;
this is the line towards the rear of the transmission
Source: by TRANSMISSION EXCHANGE CO txchange.com
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Cooler Return Line Chart; Rear ¼” Pipe Return/
Front ¼” Pipe Cooler feed/out
Source: by racetransmissions.com
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Cooler Sender Location pics in a 93
Source: by Streetgang (Steven F) at fototime.com
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Cooler, B&M Info & pics in a 93
Source: by Streetgang (Steven F) at fototime.com
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Cooler, B&M Installation in a 93
Source: by Kevin L at kevin-long.tripod.com via web.archive
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Cooler, Installation Info & pics, Pusher, Mazda MPV (for PS Cooler) & Geo Tracker (for transmission cooler) in a 90
Source: by Dave's Bronc 90 (Dave B) at SuperMotors.net
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Cooler, Installation, Pusher, Mazda MPV (for PS Cooler) & Geo Tracker (for transmission cooler) in a 90
Source: by Dave's Bronc 90 (Dave B) at FSB
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Cross Member & Relocation (for Cage Radius Arms) in a 96
Source: by boss (bossind, Steve) at 4x4 Preservation
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Cross Member Diagram in 92-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Cross Member Fabrication & Relocation (for Cage Radius Arms) in a 96
Source: by boss (bossind, Steve) at Ford Bronco Zone Forums
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Cross Member Fabrication & Relocation (for Cage Radius Arms) in a 96
Source: by boss (bossind, Steve) at FSB
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Cross Member Mod Info & pic in a 95 - needed on pass side for Cage Radius Arms
Source: by Shadofax (TheJuice, The Juice, Mark Z) at SuperMotors.net
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Cross Member Tunnel-Bridge in an 89 (4 door)
Source: by Rafael E (Bronkzilla, stressed) at FSB
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Cross Member, Custom Fabrication & Installation in a 91
Source: by Meixter (Cookie Monster) at SuperMotors.net
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Delayed or No second-to-third Upshifts may be caused by fluid leaking past the transmission Accumulator Seat (TSB No. 99-9-6, May '99)
Source: by CanadianDriver.com
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Delayed Reverse, a product; "...FOR THE DIRECT CLUTCH: Build the clutch pack by alternating between the OEM thickness steels (.078") and the furnished thicker steels (.090"). Install top backing plate and snap ring. Air-check the direct clutch several times to seat all components. Insert a feeler gauge between the top of the backing plate and the bottom of the snap ring or between the bottom of the backing plate and the top friction plate, whichever is more convenient. The desired clearance is .020" - .025". Alternate between the OEM sized steels and the furnished thicker steels until the clearance is achieved.
FOR THE DIRECT CLUTCH: Build the clutch pack by alternating between the OEM thickness steels (.078") and the furnished thicker steels (.090"). Install top backing plate and snap ring. Air-check the direct clutch several times to seat all components. Insert a feeler gauge between the top of the backing plate and the bottom of the snap ring or between the bottom of the backing plate and the top friction plate, whichever is more convenient. The desired clearance is .020" - .025". Alternate between the OEM sized steels and the furnished thicker steels until the clearance is achieved..."
Source: by altousa.com
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Diagnosis
Source: by Ian L (stangmata, stangmata50l, Bronco) at FSB
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Diagnostic Trouble Codes, Possible Causes & Repair Procedures for 96 (OBD II)
Source: by Pat B & Level Ten Products at FTE
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Dimensions
Source: by phoenixtrans.com
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Dimensions, Ratios, etc.
Source: by Dan J at mustangsandmore.com
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Direct Clutch Plate Usage Chart Service Tip, TSB 95-25-13 for 89-96 BRONCO, ECONOLINE, F SUPER DUTY, F-150-350 SERIES
Source: by Ford via thedieselstop.com
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Drain Plug Installation in a 90
Source: by Bob K (RLKBOB) at SuperMotors.net
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Drain Plug Location in a 90
Source: by Bob K (RLKBOB) at FSB
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DTC 27, 29, 452, P0502, P0503, PO716, PO718; Insufficient input from VSS.; "...A more difficult problem to identify is a VSS that works, but sends out the wrong signal for a given vehicle speed. In some cases, a wrong reading from the VSS may still cause a code to be set. For example, if the VSS signal tells the computer the vehicle is traveling 60 miles an hour, but the throttle position sensor and MAP sensor tell the computer that the engine is idling, the computer will be confused. And a confused computer should set any of the following codes: Ford 27, 29, 452. On a vehicle that uses the VSS as a safety device, a defective sensor may send out a wrong "too fast" signal, shutting down fuel flow at the wrong time. Although this doesn’t happen often, it can be a difficult problem to identify. The customer will probably describe it as a random or intermittent sudden loss of power and poor performance, onlyto have the engine resume normal operation. Routine diagnostic checks of the engine in the shop won’t show any problem because there isn’t a problem with the engine or the ECM..." read more
Source: by wellsmfgcorp.com
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DTC 327; "...It's not that the engine problem causes the transmission problem, it's just that engine problems can easily be mistaken for transmission problems. If you have a shudder under load it could be a problem with the converter clutch, or it could be due to a problem with the EGR system causing the engine to misfire under load. If the converter clutch is unlocked and slipping the converter slippage can mask the misfire, and when the converter locks the misfire is noticable because the converter slip is gone. I would definitely take care of the EGR system first since it can cause misfires, and is likely to be much less expensive to repair than a transmission problem..." Page 2
Source: by Baumann Electronic Controls, LLC becontrols.com
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DTC 452 Erratic Harsh Shift; PSOM Operates Correctly, OD light blinks in a 95; "...test the other sensor and it is way out of wack 1855Ohms. So this has to be the problem. Tomorrow I will replace it with a new one from the ford dealer..."
Source: by miesk5 (Al M) and JRose 89 at Ford Bronco Zone Forums
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DTC 452 Erratic Harsh Shift; Short Circuits, Common Locations TSB 95-02-11 on 94-95 Bronco & Trucks
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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DTC 617 - 1-2 shift error. "...IF this code persists and you have noticed shift problems while driving, its going to be a shift servo inside the E4OD tha has failed. (Computer needs to control when the tranny is shifting)..."
Source: by greystreak92 (Joe B) at fte
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DTC 62 E4OD 4/3 or 3/2 pressure switch circuit failed open
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 62, 628 & 1744 Converter Overheat, High Line Pressure; "...E4OD/4R100 transmissions often have problems with converter overheat, codes 62, 628, 1744, high line pressure and low cooler. The OEM valve can close off critical converter/cooler circuit under high-demand situations, causing the TCC to drag on and glaze the lining at idle, or restricting converter/cooler charge during high load causing converter slip codes, overheat and lube failures. flow. Sonnax now offers an upgraded line-to-lube pressure regulator valve 36424-04K with a patented internal line-to-lube passage with anti-drainback check valve, and a revised balance-end orifice. While drilling the pump casting will allow full-time flow to the cooler circuit, it is not precise and allows converter drainback, causing delayed engagements complaints. A revised balance end orifice is built into the valve and ensures sufficient oil is fed to the end of the PR valve to keep the valve in the proper regulating position and further preventing converter/ cooler flow restrictions. This is a drop in replacement that requires no machining..."
Source: by sonnaflow.com
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DTC 62, 628, and/or 1728 in 90-96
Source: by Ford via diesel-central.com via web.archive.org
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DTC 628; "...code 628 can be caused by a mechanical problem or electrical problem. First thing to do is to check power to the solenoid connector at the transmission. These solenoids are 12 volt solenoids, not 5 volts......I have attached a few pictures for reference. Unplug the transmission connector and check the VPWR wire for 12 volts first with the key on at the harness itself. Then if OK, check the solenoid resistance with an OHM meter on the 200 OHM scale through the pin on the connector coming out of the transmission marked TCC & VPWR pins. Should be 0.98 to 1.6 OHMS as MTB has said. I usually used a special transmission tester tool, but this is the only way you can do it. I have seen many of these code 628 in the past, and I'm sorry to say 95% have been internal Mechanical failure. These tests for the solenoids are only going to tell you if the solenoid is open or within spec. It will not tell you if a piece of junk is stuck in the solenoid causing it to bleed pressure to the TCC, therefore giving you a rough running engine, shuddering feeling or stall in 2nd, 3rd, or 4th gear caused by the Torque converter clutch being applied at the wrong time..."
Source: by Fordace at lincolnsonline.com
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DTC 628; "...I did things in a stupid-simple way when the 628 came up: I tapped into the TCC line, and attached a voltmeter between that line and chassis ground. While driving, I could watch for it to go between zero volts (meaning the PCM was commanding the converter to lock) and battery voltage (meaning the converter should be unlocked). It sounds counterintuitive at first, but that's a matter of perspective, I suppose. Anyhow, if you see the PCM trying to lock the TCC and nothing happens to the engine speed, or if you can give it a little more throttle and the engine speed rises while it's commanded to lock, then you're assured a problem exists. If there was an electrical problem, then the PCM should also be giving you a code 627 as well. The 628 indicates excessive converter slippage. At a steady cruise, say your 60 mph, if you tap the brake the engine speed should rise slightly, and then come back down as the TCC re-engages. This condition can be intermittent, and it's more of a mechanical problem than an electrical one. The fix for a slipping TCC is to replace the torque converter and stator shaft seal, nothing more. You'd be out a little over a hundred bucks probably, and a few hours' labor, if you get one through a reputable transmission shop. I wouldn't buy anything but an OE-type replacement. You may even be able to get a Motorcraft/Ford replacement through a local dealership, but I've no clue how much their price would be..."
Source: by SigEpBlue (Steve) at FSB
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DTC 632 O/D cancel switch not changing state. "...During the KOER test, AFTER the initial recognition code is generated, the brake pedal must be applied, the OD switch must be turned off and then back on and finally the "goose" test must be performed. This code is generated when the person performing the KOER test fails to deactivate and reactivate the OD cancel switch at the end of the shift lever. It does NOT indicate a problem unless the switch WAS INDEED deactivated and reactivated and the code still came up. (Computer needs to know if the tranny is in OD or not)..."
Source: by greystreak92 (Joe B) at fte
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DTC 632 O/D Cancel switch, Overdrive cancel switch did not change state during KOER; is possibly the result of the test being done incorrectly. When you do a KOER test, you need to do a Dynamic Response Check is used to verify operation of the Throttle Position Sensor (TPS), Mass Air Flow (MAF), Manifold Absolute Pressure(MAP), and Knock Sensor (KS) during a brief wide open throttle condition. The famed "Goose test".
Source: by Vincent C at autorepair.about.com
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DTC 634; "...Hard 1-2 shift after she warms up...1-2 accumulator problem. Also the line modulator valve can cause intermittent harsh shifts, but generally it would happen on more than one gear change..."
Source: by Baumann Electronic Controls, LLC becontrols.com
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DTC 636 Transmission Fluid Temp (TFT) higher or lower than expected; "...Can be caused by a bad connector or harness (an open circuit, or short to Ground / Batt), or the transmission was overheated. Once you remove the pan locate the sensor in the valve body and remove the electrical connector very carefully. The sensor is about the size of a pen cap. To remove the sensor carefully unlock the stop tab and twist it, pull down to remove it. It comes out before a full quarter turn is made. Put it back in the reverse order. When you get the sensor to come out be prepared to catch the trans fluid that follows behind it, you will get less than a quart out of it. It is located in da Pack between Converter Clutch Control (CCC) Solenoid & the Coast Clutch Solenoid. try the connections first. They are usually the root of the problem..."
Source: by miesk5 at FSB
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DTC 636 Transmission Fluid Temp (TFT) higher or lower than expected; "...Can be caused by a bad connector or harness (an open circuit, or short to Ground / Batt), or the transmission was overheated. Once you remove the pan locate the sensor in the valve body and remove the electrical connector very carefully. The sensor is about the size of a pen cap. To remove the sensor carefully unlock the stop tab and twist it, pull down to remove it. It comes out before a full quarter turn is made. Put it back in the reverse order. When you get the sensor to come out be prepared to catch the trans fluid that follows behind it, you will get less than a quart out of it. It is located in da Pack between Converter Clutch Control (CCC) Solenoid & the Coast Clutch Solenoid. try the connections first. They are usually the root of the problem..."
Source: by miesk5 at Ford Bronco Zone
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DTC 636 Transmission Fluid Temp (TFT) higher or lower than expected; "...Can be caused by a bad connector or harness (an open circuit, or short to Ground / Batt), or the transmission was overheated. Once you remove the pan locate the sensor in the valve body and remove the electrical connector very carefully. The sensor is about the size of a pen cap. To remove the sensor carefully unlock the stop tab and twist it, pull down to remove it. It comes out before a full quarter turn is made. Put it back in the reverse order. When you get the sensor to come out be prepared to catch the trans fluid that follows behind it, you will get less than a quart out of it. It is located in da Pack between Converter Clutch Control (CCC) Solenoid & the Coast Clutch Solenoid. try the connections first. They are usually the root of the problem..."
Source: by miesk5 at Ford Bronco Zone
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DTC 636 Transmission Fluid Temp (TFT) higher or lower than expected; "...The DTC 636 is the only one I'd be worried about at this point. You probably smoked the torque converter clutch running..."
Source: by SigEpBlue (Steve) at FSB
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DTC 67 & DTC 634; Manual Lever Position/Transmission Range (MLP/TR) Sensor Pin-PointT est in 92-96; from Ford EVTM; "...Check the resistance of the MLPS: The resistance of the MLPS (pins 30 and 46).." read more
Source: by Ford via alldata & justanswer.com
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DTC 91 & 92 in E4OD; "...1-2 Shift solenoid circuit failure; 93 Coast clutch solenoid circuit failure(e4od), 94 Converter clutch solenoid circuit failure, 99 Electronic pressure control circuit failure, and another with two descriptions. 56 TOT reads & minus 40deg. F or circuit open and 56 Vaf or MAF circuit amove maxium voltage; I'd try pulling & cleaning the shift solenoid pack connector, and then inspect the lines from the PCM to that connector for shorts and opens. All of those codes are pointing to a problem with the connections to the solenoid pack, in the harness, or in the solenoid pack itself. I wouldn't keep driving it like you are, though. The 'default' gear is 4th, so you're creating a lot of heat trying to get going..."
Source: by SigEpBlue (Steve) at FSB
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DTC 98 Hard fault present; "...Failure Mode Effects Management (FMEM) FMEM is an alternate system strategy in the PCM designed to maintain vehicle operation should one or more sensor inputs fail. When a sensor input is perceived to be out-of-limits by the PCM, an alternative strategy will be initiated. The PCM will substitute a fixed in-limit sensor value and will continue to monitor the faulty sensor input. If the faulty sensor operates within limits, the PCM will return to the normal engine running strategy. Engine Running DTC 98 or 998 will be displayed when FMEM is in effect. The Malfunction Indicator Lamp (MIL)/Message will remain on when FMEM is in effect..."
Source: by miesk5 (Al M) at Ford Bronco Zone Forums
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DTC 99 "...That would probably be an EPC circuit failure. If this circuit fails line pressure should go to full at all times. The full line pressure puts a good deal of extra load on the engine, and will usually effect the idle. It is especially noticeable if your engine is already in need of a tuneup. You will need to check the electronic pressure control solenoid and its wiring. Either of these could be causing the EPC code..."
Source: by Baumann Electronic Controls, LLC becontrols.com
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DTC P1709 - Park/Neutral Position Switch Out of Self-Test Range; "... The DTCs indicate that the voltage is high when it should be low..." read more
Source: by slingblade at The National Lightning Owners Club
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DTC P1728 "...indicates that the transmission is slipping. When the computer that controls the transmission detects a fault code like P1728, it will put the transmission into a "limp" mode. When you unhook the battery, the code is cleared and the transmission will function properly until the slippage occurs again. To resolve this problem, you will need to get your transmission overhauled..."
Source: by 2carpros.com
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DTC P1728 - Transmission Control Indicator Light (TCIL) Illuminated &/or Engine Stall when Reverse and/or Manual Low is Selected May Occur TSB 96-10-14 for 95-96 E-350, F SUPER DUTY, F-250, F-350
Source: by Ford via thedieselstop.com
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DTC P1728 - Transmission Control Indicator Light (TCIL) Illuminated &/or Engine Stall when Reverse and/or Manual Low is Selected May Occur TSB 96-10-14 for 95-96 E-350, F SUPER DUTY, F-250, F-350 (must register to view entire TSB)
Source: by Ford via FTE
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DTC P1780 - Transmission Control Switch Out of Self-Test Range; "... During KOER self-test the TCS has to be cycled, if not cycled a DTC is set. TCS circuit short or open. Damaged TCS switch. Damaged PCM. Verify the TCS switch cycles ON/OFF ..." read more
Source: by slingblade at The National Lightning Owners Club
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DTC PO1741, 1744 or 1783 - TCC slippage or soft apply, low cooler flow; "...Cooler bypass leaking or opening at lower cracking pressure..."
Source: by transmissionspecialty.com
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DTCs & Possible Causes, MANY
Source: by Pat B & Level Ten Products at FTE
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Electrical and Vacuum Troubleshooting Manual (EVTM) Partial, (Bronco similar for many diagrams), F 150 for 86, 89 & 91; EEC, Start/Ignition, EFI/Fuel System, Emissions, E4OD, AOD/C6 (+ clutch interlock switch), etc. Wiring Diagrams
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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Electronic pressure control (EPC) - part ad; "...In reverse you have 85 psi at idle, and at WOT it goes to 115 psi. The graph represents data from the past eight years for E4OD/4R100 transmissions..."
Source: by freewaytransmissions.com via web.archive.org
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Erratic Shifts & Multiple Diagnostic Trouble Codes
Source: by jasperengines.com
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Erratic/Hard Shifting Due to Short Circuits, Common Locations TSB 95-02-11 in 94-95 Bronco & Trucks (Also happened in our 96 w/E4OD); Miesk5 NOTE; See: C. & D. Erratic/Hard Shifting
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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FAQs
Source: by Baumann Electronic Controls becontrols.com
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Filter & Pan Gasket pic, 20 Bolt
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Filter Clip Alternative; "... have seen many threads and received many pm's as of late speaking of the stay-put filter clip used to keep the filters from falling out of the pump in the e4od. there is an alternative to using this clip. it is more expensive but also has more benefits than just using this clip. you can get a trans pan from a 03 super-duty truck. this pan has little humps in the bottom to but up against the bottom of the filter and this keeps the filter from falling down. this pan also has a drain plug and extra capacity for 1.5 more qts of fluid. this pan also allows you to use the much better elastomer gasket. it is reusable and virtually leak-proof. much better than the cork design. it does require the use of a 4x4 filter..."
Source: by thePUNISHER (Paul) at FSB
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Filter Magnet; E4OD Kills Engine in Drive; works as a filter retainer; w/Ford PN and size...basically this is a magnet Ford uses to keep the filter in-place tightly into the pump; Ford pn F3RZ-7E290-AC
Source: by spxfiltran.com via web.archive
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Filter, In-Line Kit TSB 00-3-8 for 89-96
Source: by Ford via diesel-central.com via web.archive.org
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Filter, In-Line TSB 00-23-10 for 89-96 Bronco & F Series, etc.
Source: by Ford via by thedieselstop.com
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Filter, In-Line TSB 00-23-10 for 89-96 Bronco & F Series, etc.
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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Filter, In-Line, Emerging Enterprises, Magnefine® or Power Steering XC3Z-7B155-AA Installation Instructions; Ford XC3Z-7B155-AA; this filter is cited in E4OD/4R100 Filter, In-Line Kit TSB 00-3-8 for 89-96
Source: by Emerging Enterprises, Magnefine® emergingent.com
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Filter, In-Line, Emerging Enterprises, Magnefine® XC3Z-7B155-AA Installation Tips & Kit pic; Ford XC3Z-7B155-AA; this filter is cited in E4OD/4R100 Filter, In-Line Kit TSB 00-3-8 for 89-96
Source: by Ken C at Bad Shoe Productions badshoeproductions.com
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Filter, Internal pic in a 96
Source: by Need4racin (The 90 Bronco, Dean) at SuperMotors.net
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Filter, Internal, Grommet Warning
Source: by BlancoBronco (Cam C , Project BLANCO) at FSB
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Filter, Remote (Spin On) Location pic in a 91
Source: by California Monkey (Richard) at FSB
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Filter, Remote (Spin On) Location pic in a 91
Source: by California Monkey (Richard) at SuperMotors.net
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Filter, Remote Installation in a 90
Source: by Dan90FSB (broncoboy23, Dan) at UC4x4
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Filter, Remote Installation in a 96
Source: by trh at FSB
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Filter, Remote Installation pics in a 96
Source: by trh at SuperMotors.net
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Flex Plate Speed Related Vibrations, General; "Check for cracks, damaged teeth, missing bolts, incorrect length bolts, missing weights, and correct part for the application..."
Source: by vibratesoftware.com
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Fluid & Filter and Ford Pan w/Drain Plug Change and Filter Clip in a 94
Source: by sewiv (Sandy) at FSB
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Fluid & Filter and Ford Pan w/Drain Plug Change and Filter Clip pics in a 94
Source: by sewiv (Sandy) at SuperMotors.net
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Fluid & Filter Change
Source: by Mark K at fte
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Fluid & Filter Change - not E4OD specific though
Source: by Rick S at off-road.com
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Fluid & Filter Change in a 95 (torque specs were corrected); no pics
Source: by cemusic86 at FSB
|
Fluid Change Interval (scroll); "...For 1995, Ford Motor Company has reduced the mileage interval of automatic transmission fluid changes to 30,000 miles. This applies to all transmissions except the E40D transmission used in Ford trucks. The E40D change interval is 15,000 miles. Ford engineers stated that the intervals were reduced due to fluid degradation especially in humid climates. As you all know, the above-mentioned service intervals are for "normal driving" conditions, severe duty conditions (fleet, city driving, short trips, dusty conditions, hilly areas, towing, snowplowing) require more frequent service. Always change the transmission filter when you change the fluid..."
Source: by Bruce R at atp-inc.com
|
Fluid Flow Charts, Poor & Good - GPM/HZ
Source: by transmissionspecialty.com
|
Fuse 17 Blown, Short Circuits, Common Locations TSB 95-02-11 on 94-95 Bronco & Trucks
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Gate Shifter Installation Instructions (Stock Pattern), Art Carr
Source: by artcarr.com
|
Gear Ratios
Source: by Chris B (Blue, bronco boy) at telus.net
|
Gear Selector Indicator Removal
Source: by Ford via miesk5 (Al M) at SuperMotors.net
|
Gearshift Lever & Housing Removal & Installation in a 96
Source: by Ford via justanswer.com
|
Harness & Component Location Diagram, Ford Part Numbers, Depictions, etc. from Ford Workshop Manual in 96 Bronco, F-150, F-250, F-350, F-Super Duty Chassis Cab & Motorhome Chassis
Source: by Ford via thedieselstop.com
|
Harness Connector Seal Changes
Source: by TransTec® transtec.com
|
Harsh Shift, Short Circuits, Common Locations TSB 95-02-11 on 94-95 Bronco & Trucks
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Harsh Shifts Troubleshooting article (JAN-FEB 07)
Source: by Mike B at Gears Magazine
|
ID Tag Depiction (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via Autozone
|
ID Tag Info; model, pn, build date year & month, serial# (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via Autozone
|
Identification; If the shifter has a P-R-N-OD-D-1 pattern, the transmission must be an AOD (applicable to 1980-1993 vehicles). If a 1989-1993 truck has an Overdrive Cancel Switch and a P-R-N-OD-2-1 shifter pattern, then it is equipped with an E4OD transmission
Source: by Baumann Electronic Controls, LLC
|
Input & Output Overview & Operation for 96
Source: by Ford motorcraftservice.com
|
Installation & Removal in a 95
Source: by Ian L (stangmata, stangmata50l, Bronco) at bucknakedoffroad.com
|
Installation & Removal in a 95
Source: by Ian L (stangmata, stangmata50l, Bronco) at FSB
|
Kills Engine in Drive or Reverse; may be caused by a faulty VSS signal to the PCM. Observe
the speedometer gauge or VSS signal on a scan tool. If the VSS display exceeds 90 MPH
(may be higher on some models), the computer is programmed to stop pulsing the fuel injection.
If this occurs at low speed or while idling, suspect a bad Speedometer Odometer
Module.
Source: by jasperengines.com
|
Late 1-2 Upshift; "...Accumulator Body Problems;
The small valve indicated in the picture above will wear the hole causing the small valve to stick partially open. When the valve would stick, it caused a late 1-2 upshift, you actually had to let up on the throttle for it to shift, then all of the other shifts were perfect. We spent hours checking the TPS Sensor, PCM..."
Source: by specialtytrans.com
|
Length; Bell Housing Face to Trans Mount 29 3/8"; Overall From Bellhousing To Tailshaft End 37 1/2"
Source: by fordsunlimited.com
|
Limp Mode; "...happens when the vehicle computer recognizes a problem in it's logic. When an expected signal value from a sensor is sent to the computer and is not within the computer's programmed specifications, "secondary" programs are activated by the computer to strive to protect the transmission from damage the improper sensor signal might cause to occur.
In other words, the computer is always expecting certain signal values from certain sensors i.e. the temperature sensor, the speed sensor, the throttle position sensor, etc. As long as these signals are what it would normally expect for the conditions and is normal based on all the other signals it is receiving from other sensors, it acts normally and accordingly..." read more
Source: by autotransinc.com - site is gone - via webarchive.org
|
Lock-Up Delay Solenoid; "...The E4OD and 4R100 units are programmed from the factory to apply lock-up immediately after the 1 – 2 shift. Many of the units on which Transtar customers work have logged 100,000 miles or more and the vehicles they are in are not generating the power they originally did. As a result, if the lock-up is applied immediately after the 1 – 2 shift, the vehicle will have difficulty pulling itself through the gear. The lock-up delay solenoid will set the lock-up timing back just enough to allow the engine to increase its torque output and allow the vehicle to continue adequate acceleration. The on board computer controlling the lock-up clutch in an E4OD or 4R100 unit issues the command that signals the converter to lock up. Several seconds later, the computer checks to see that lock-up has occurred. The time from the signal until the computer checks back is called "the window." (See blue area)..."
Source: by transtarindustries.com
|
M5OD Swap & Parts List in a 93
Source: by Havack (Ben P) at broncodata.com via web.archive.org
|
Manual Lever Position (MLPS) (also called Transmission Range (TR) Sensor) Adjustment Info in a 92
Source: by Richard C (Bigric, Money Pit) at FSB
|
Manual Lever Position (MLPS) (also called Transmission Range (TR) Sensor) Adjustment Info; "...back-probe the MLP line with a volt meter while in Park, and set it to between 4.277 and 4.736 volts (ideally at 4.5065V, right in the middle of the two limits). As a "double-check" afterward, pull the lever down to 1st gear, and again test the MLP voltage; it should be between 0.293 and 1.167 volts, ideally in the middle at 0.73V..."
Source: by SigEpBlue (Steve) at FSB
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor Alignment Tool
Source: by The Parts Bin thepartsbin.com
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor Connector Diagram (no pin-out info) in a 92
Source: by Richard C (Bigric, Money Pit) at SuperMotors.net
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor Connector Pin-Out Diagrams
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor Connector Pin-Out Diagrams
Source: by Ryan M at fordfuelinjection.com
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor Diagnostic Trouble Code 634 in a 92 E 350
Source: by Dennis W at experts.about.com
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor Installation in a 92
Source: by djbaines (Dan) at fte
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor No Start, due to high incidence of neutral safety switch or
MLP/TR (Multiple Transmission Range) sensor failure
Source: by ocaelectrical.com via web.archive.org
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor pic & Failure Causes; "...Time and usage - Prolonged use in extreme temperatures; If the electronic circuits to and from the sensor and to and from the engine control computer module are malfunctioning..." miesk5 Note; enter applicable info for year, etc.
Source: by motorcraft.com
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor pic w/Alignment Marks (from a Mercury, but similar)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor Removal Discussion
Source: by members at FSB
|
Manual Lever Position (MLPS) Sensor Connector Re-Pining; "...comes with a matching vehicle harness connector. The problem is that you have to remove the pins and their wires from the old vehicle harness connector. What ever you do don't pull all the pins out at the same time because you will never figure out were they go. Easiest thing to do is remove one pin at a time and re-install it into the new connector..."
Source: by miesk5 (Al M) at Ford Bronco Zone Forums
|
Manual Lever Position (MLPS) Sensor Re-Pining; "...according to the connector instruction sheet that came with the new connector. wires positions by circuit # are exactly the same from old to new. there is no mention of wire color. the wires are designated by circuit # so basically one at a time take each wire out.... and put it in the same place it came out of on the new connector..."
Source: by thePUNISHER (Paul) at FSB
|
Manual Lever Position (MLPS) Water Intrusion; also called Transmission Range (TR) Sensor Testing Values, 84-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Manual Lever Position (MLPS) Water Intrusion; also called Transmission Range (TR) Sensor TSB 95-2-12 for 89-94
Source: by Ford via miesk5 (Al M) at comcast.net
|
MLPS Transmission Range (TR) Sensor Pinpoint Test, Bronco
Source: by bas zelf at f150online
|
MLPS Transmission Range (TR) Sensor Pinpoint Test, Bronco NOTE; site will not let you use your browser's Back Button to return to this page
Source: by dieselzen at fte
|
MLPS Transmission Range (TR) Sensor Pinpoint Test, Bronco; Used to see Connector; some is jibberish due to copy & paste problems
Source: by guardcows.com
|
Multifunction Switch (MFS), Hazard & Brake Light Disengage E4OD Torque Converter Lockup; "...Alternative connections or wiring practices are not recommended as certain modifications may result in other circuits becoming nonfunctional...Do not splice into the Powertrain System (PCM PCMV). Connecting to any component or wires to this system may adversely affect Engine/transmission operation..." read more
Source: by fleet.ford.com
|
Multifunction Switch (MFS), Hazard & Brake Light MAY Disengage E4OD Torque Converter Lockup Discussion in 92-96
Source: by members at nloc.net
|
Nagging Neutral Nonsense & Pinpoint Test, Manual Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor; DTCs 67 or 634. Some of the problems the MLPS can cause are wrong- gear starts, TCC hunting, no 4th gear, engine stalling, high or erratic line pressure & a sudden neutral condition..."
Source: by Pete L at transonline.com
|
Neutral Safety Switch, As of 1994 it is referred to as a Manual Lever Position Sensor (MLPS) or Transmission Range (TR) Sensor. (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via Autozone
|
No 2nd Gear; "...complaint of a 1-3 upshift (in D) is often described as a late 1-2 shift (25 mph). The most common cause is a stuck intermediate accumulator regulator valve (Fig. 1). This is extremely common either after overhaul, or as the customer?s original complaint. On some models a trouble code 49 or 617 may be stored by the vehicle computer.
The intermediate accumulator regulator valve is extremely sensitive. Take the extra time during overhaul to thoroughly clean the valve body, flush the cooler, and on mid-91 and later units, reinstall the small spring and filter in the case..." read more..
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
|
No Reverse; "crawl underneath it and unplug the wiring harness from it. It is located on the passanger side near the back,,, there should be a small heat sheild that protects it from the exaust. Unplug it and inspect the plug, check for cracked insulation around the wires at the base of the plug,, and check for water in the plug..."
Source: by Cliff at yahoo
|
No Start Troubleshooting in a 90; "...First thing to check is wiring. Between the large posts of your starter relay (it's not a solenoid) should be a smaller post with a wire attached. This is the wire from your ignition switch that turns the starter over. Check this wire for cracks, open insulation, or anything that could possibly cause an open circuit. Next, check your upper ignition actuator. Find the ignition rod (on top of the column, running from the steering wheel down to the ignition switch at the base of the column) and make sure it's moving back and forth when you turn the key, through all positions. If it is, your upper actuator is probably not the problem. Lastly, check your ignition switch (again, at the base of the column). Manually push the switch back and forth through the different positions. Push it all the way forward (or down) and see if it will engage the starter. If it does, then your ignition rod is probably bent, which can be remedied quite easily. & If it's an auto, try starting in neutral or while pulling up on the lever while it's in park. If that works, look to a park/neutral safety switch. If it's a stick, check the clutch switch. You could try jumping from hot to the small terminal on the solenoid to test it's operation. Sometimes new ones are bad out of the box. ((MIESK5 EDIT) If it cranks while jumping across the 2 large terminals, the starter & large cables are good.) If it won't turn over when jumped to the small terminal, you'll know that it's a solenoid issue (Bad part, bad ground). If it does turns over jumped to the small terminal, then you'll be looking for something in the small circuit that includes the ignition switch & the park/neutral safety switch (Or clutch safety switch on a manual trans, or MLPS on a 90 with an E4OD). There should be 12v running from the ignition switch, thru the safety switch, to the small terminal on the solenoid. Disconnect the small wire to the solenoid (So it doesn't start by surprise, I'd pull the coil wire too). With someone holding the key in the start position, you should be able to read 12v between any point on that small circuit & ground. When you find where you lose 12v, then you'll know where the issue is..."
Source: by BigUgly88EB and ElKabong (Ken, El Kabong) at FSB
|
No TCC/No Cooler Flow
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
|
Noises, Frame, Snap, Crackle & Pop, transmission crossmember in Ford Trucks mid 80s to 90s
Source: by Paul A at BAT Auto Technical TroubleCodes.net
|
Overdrive Clutch Piston Change for 96 +
Source: by TransTec® transtec.com
|
Overdrive Clutch Upgrade
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
|
Overdrive Planetary, Heavy-Duty
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
|
Overview, Gear Ratios, Years & Engines Used In, Shift Indicator Pattern, Trans Code
Source: by Adrianspeeder (The OJ Special, The Lariat) at fourdoorbronco.com
|
Pan Gasket & Filter pic, 20 Bolt
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Pan Gasket Replacement info
Source: by TransTec® transtec.com
|
Pan Identification
Source: by Kenneth at Bad Shoe Productions badshoeproductions.com
|
Pan Identification & Driver Side pic
Source: by technicalvideos.com
|
Pan Installation
Source: by Mag-Hytec mag-hytec.com
|
Parts Break-Out Diagram w/Major Component Nomenclature
Source: by lentechautomatics.com
|
Parts Break-Out Diagram w/Major Component Nomenclature
Source: by Chris B (Blue, bronco boy) at chrisb.users.SuperMotors.net
|
Parts Changes for 96; "...The E4OD transmission has had several changes for the 1996 model year.
1) The upper and lower valve body gaskets are new, and have light green stripes for identification.
2) The low/reverse clutch piston now has lip seals instead of lathe cut seals.
3) The pan gasket is now a molded rubber gasket instead of cork.
None of these parts interchange with the old parts!"
Source: by TransTec® transtec.com
|
Programmable Speedometer Odometer Module (PSOM) Overview, Calibration, 4WABS, Overhead Console Temperature Sensor Interface, E4OD & 4R70W; "S" in a circle displayed on the right side of the digital odometer above the last number Info & Diagrams
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Pump & Overdrive Section Assembly Tips
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
|
Rebuild in a 92
Source: by yoomooman (eddy) at SuperMotors.net
|
Rebuild pics & info in a 95
Source: by Ian L (stangmata, stangmata50l, Bronco) at SuperMotors.net
|
Rebuild Tips (ad for products w/tech info)
Source: by transmissionspecialty.com
|
Rebuild, High Performance
Source: by RacerX at thedieselgarage.com
|
Removal in a 95
Source: by Ian L (stangmata, stangmata50l, Bronco) at SuperMotors.net
|
Removal in a 95
Source: by Ian L (stangmata, stangmata50l, Bronco) at FSB
|
Repairs & Upgrades in Fiery Redhead, 92 F 150
Source: by Ken B at Four Wheeler Magazine fourwheeler.com
|
Replacement Discussion
Source: by members at FSB
|
Return Line Info - Rear
Source: by mercurycapri.com via web.archive.org
|
Separator Plate Identification; E4OD TSB 94-18-12 for 95 Bronco, E-30, E-37, ECONOLINE, F-150-350 SERIES, F-47, F-53, F-59
Source: by Ford via thedieselstop.com
|
Shift Cable Adjustment for 92-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Shift Improvement; Electronic Pressure Control (EPC) Solenoid Circuit Modification; "...Basically, grab yourself one of these guys (nevermind the picture, just remember 50 ohms and 10W), a couple of Scotch-Locks and/or a couple of male spade connectors. Connect it between the Electronic Pressure Control Solenoid (EPC) line [White/Yellow] and the VPWR [RED? constant +12V] line. This isn't the right way of augmenting duty cycle for a solenoid, but it works, and it's pretty reliable. I'd suggest using a 100-ohm resistor instead of a 50-ohm if you've not made any improvements to the accumulator valve body yet...The resistor should be connected across the lines stated in post #6 in this thread. 100 ohms may be too high for some peoples' rigs, in which case you should a) try a lower value, and b) always verify the resistance of the resistor with a DVOM. Never trust the component just because it's new."
Source: by SigEpBlue (Steve) at FSB
|
Shift Indicator Replacement in a 94
Source: by Chris A (blueoval78) at SuperMotors.net
|
Shift Kit Installation in a 95 C-350 (Centurion Conversions)
Source: by BJS at SuperMotors.net
|
Shift Lever Parts Break-Out Diagram, 92-96; "This is actually a CV diagram...". To align the shifter, shift lever, & shift indicator read Steve's Shift Cable Adjustment for 92-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Shift Lever Stuck in Park (pic is gone); "...These (and many other) vehicles are equipped with a Brake/Shifter interlock for safety. This system requires the driver to hold the brake depressed before the shift lever can be moved from the Park position. There is an actuator (solenoid) on the left side of the steering column under the dash that disengages the shifter lock when the brake is depressed. In the event this system malfunctions, the shift lever may be stuck in the Park position. One cause of this complaint may be due to a faulty brake switch circuit. If you experience this complaint always check for blown fuses and brake light switch operation before proceeding with other work.
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
|
Shifter, Art Carr Gate Installation
Source: by artcarr.com
|
Shifter, Art Carr Gate pic in a 96
Source: by GKR (Greg R) at SuperMotors.net
|
Shudders, Bogs, & Intermittent No-Spark: Spark w/SPOUT Connector Un-Plugged, but No-Spark w/SPOUT Connected, due to distributor, in a 93 & KOER test won't begin; "...The engine starts to bogg down and then it shudders before it downshifts and smooths out. (example, when rpm’s drop going up an incline it will shudder for a few seconds before the rpm’s increase and it drops out of OD). If I remove the SPOUT the shuddering downshift problems goes away; then, when I replace the SPOUT the shuddering downshift problems comes back; Distributor was causing the problem..."
Source: by buck45 at Ford Bronco Zone Forums
|
Shudders, Bogs, etc. & Intermittent No-Spark: Spark w/SPOUT Connector Un-Plugged, but Falter and/or No-Spark w/SPOUT Connected (similar to Hesitation, Stumble, Stall, Miss, No Start, No Spark); "It seems that the insulation around many PIP sensors breaks down prematurely - a condition that leads to shorting of the wires leading to the TFI ignition module. I always replace a PIP sensor along with a defective ignition module, if it has "soft" insulation..."; etc. (for a Ranger, but similar); Note, site won't allow you to return to this page, so open URL in a new Window; SEE Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or Diagnostic Trouble Code (DTC) 211 TSB 95-15-11 for 93-95 (Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT) by Ford via Steve83 at http://www.supermotors.net/vehicles/registry/media/470468
Source: by Brian M at asashop.org
|
Sluggish or Harsh Shift & No DTCs Due to Faulty PSOM; "...This is how the system works. The Programmable Speedometer/Odometer Module (PSOM) receives a speed signal input from the Differential Speed Sensor (DSS) and uses a programmed conversion constant to convert the signal to the standard 8000 pulses per mile speed signal output. The speed signal output is proportional to the road speed of the vehicle. The Programmable Speedometer/Odometer Module supplies this signal to all components that require vehicle speed information Including the Speed Control Amplifier, the Transmission Electronic Control Assembly (TECA) (with diesel engine), and the Electronic Engine Control (EEC) Module (with gasoline engine). So it is possible for the PSOM to get a good signal and yet not send it out to one, or more, of the other speed signal users. If this is what they meant by a faulty cluster, then they are correct..."
Source: by autorepair.about.com
|
Solenoid Body Life is Short, 4th Gear Starts in D/High Pressure, Diesel will start and run, but have 4th gear starts in D, 2nd gear in 2 and 1, and maximum line pressure & Scan Tool Won’t Initiate Self-Tests; Vehicle Battery goes Dead, Short Solenoid Body Life, 4th Gear Starts in D/High Pressure may be caused by a malfunctioning Electronic Engine Control (EEC) Relay. The EEC relay is controlled by 12 volts from the ignition switch and is responsible for supplying voltage to the computer and solenoid body. If the relay contacts stick open, the complaints are as follows: Gas engine applications won’t start, Diesel will start and run, but have 4th gear starts in D, 2nd gear in 2 and 1, and maximum line pressure. If the contacts are stuck closed, the complaints may be as follows: Both gas and diesel engine application: Scan tool won’t work, vehicle battery goes dead, short solenoid body life. Note: Watch for corroded relay terminals and connectors on 89-91 E-series vans. The relay is very close to the right side battery and prone to corrosion problems especially on diesel ambulances..." read more, Diagrams are gone
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
|
Solenoid Identification; "...There are three OEM style solenoids for the E4OD/4R100 as shown in the picture to the right. Additionally, Transtar offers two additional solenoids which add a LOCK-UP DELAY to the OEM model; 89-94 36420R 36420AR First design plug; 95-98 36420BR 36420CR Second design plug..."
Source: by transtarindustries.com
|
Solenoid Locations in Valve Body; see page 4
Source: by artcarr.com
|
Solenoid Pack info & pics in 94-96 vs earlier years; "these are the S-packs(soleniod packs)
the blue is the newer 94+ upgraded pack
the other is the old style pack "
Source: by yoomooman (eddy) at SuperMotors.net
|
Solenoid Pack Connector Location; "...It's on the passenger side of the transmission. You'll need to remove a small heat shield (two bolts) next to the catalytic converter, and probably clean away a TON of gunk before yanking it. Ford wasn't too bright in designing the placement of this connector. The connector has a single press-in tab latching it in place, IIRC..."
Source: by SigEpBlue (Steve) at FSB
|
Solenoid Pack Connector Location; ..."I just pulled an e4od out of a 92 and that connector is VERY easy to get to if you are willing to pull your carpet. There is a very convenient access panel in the center there and it makes reaching the top and sides of the tranny very easy..."
Source: by gunterelectric226 at FSB
|
Solenoid Pack Connector Pin-Out Diagram
Source: by autotransinc.com via web.archive.org
|
Solenoid Pack Connector Pin-Out Diagram
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
|
Solenoid Pack Pin-Out, Cycle Diagrams & pics
Source: by Ian L (stangmata, stangmata50l, Bronco) at SuperMotors.net
|
Solenoid Pack Pin-Out, Cycle Diagrams & pics
Source: by zoom-tech.com via web.archive.org
|
Solenoid Pack Removal
Source: by Ian L (stangmata, stangmata50l, Bronco) at FSB
|
Solenoid Wiring Diagrams in a 96 Bronco & F 150
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Solenoids & Sensors Resistance Tests
Source: by Steve83 (Steve, That dirty old truck) at FSB
|
Temperature Gauge Installation, SunPro in a 91
Source: by dirtydave (Dave) at FSB
|
Torque Converter Access External Dust Plug Dislodging TSB 02-21-01 summary for 89-96
Source: by Ford (see 3866) via thedieselstop.com
|
Torque Converter Access External Dust Plug May Become Dislodged TSB 02-21-1 for 89-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
|
Torque Converter Clutch (TCC) Flow Chart, Off & On; in GPM/HZ
Source: by transmissionspecialty.com
|
Torque Converter Installation Diagram & Ford TC Handle Tool (& pn); Shows Gap indicating TC is completely sealed
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Torque Converter Manual Lockout Mod
Source: by PaulW at gofastbroncos.com
|
Torque Converter Manual Lockout Mod in a 96
Source: by Tommy R at FSB
|
Torque Converter Manual Lockout Mod in a 96
Source: by DNBELOWBRONCO (Labor of Love) at SuperMotors.net
|
Torque Converter Operation Test & Cutaway Depiction
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
|
Torque Converter Overheating Failure
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
|
Transgo Reprogramming Kit Info & pics in a 95: "...The Accumulator valve body is the piece to the left. When installing the Transgo reprogramming kit the Accumulator VB has to be removed, the calibration plate goes underneath it. You can see the solenoid pack at the bottom, it's a pain to remove. It's a tight fit and to remove it, I tapped on the plug from the outside of the trans, after removing the wiring harness, of course .."
Source: by AvengingBronco (Avenger) at SuperMotors.net
|
Transgo Shift Kit Installation pics in a 94 F 150
Source: by hav24wheel (define crazy) at SuperMotors.net
|
Transmission Control Gear Select Indicator Thumbwheel Adjuster Component Location Diagram, Ford Part Numbers, Depictions, etc. from Ford Workshop Manual in 96 Bronco, F-150, F-250, F-350, F-Super Duty Chassis Cab & Motorhome Chassis
Source: by Ford via thedieselstop.com
|
Transmission Control Gear Select Indicator Wiring Harness & Component Location Diagram, Ford Part Numbers, Depictions, etc. from Ford Workshop Manual in 96 Bronco, F-150, F-250, F-350, F-Super Duty Chassis Cab & Motorhome Chassis
Source: by Ford via thedieselstop.com
|
Transmission Control Indicator Light & Switch (Overdrive) Location pic in dash, to right of steering column in a 90
Source: by My90Bronco (James, Switch) at FSB
|
Transmission Control Indicator Light & Switch (Overdrive) Location pic in dash, to right of steering column in a 90
Source: by My90Bronco (James, Switch) at SuperMotors.net
|
Transmission Control Indicator Light & Switch (Overdrive) Replacement; It is easy to replace & under $12.00 from local Ford dealer or a FSB Sponsor; Jeff's; be ready to catch the switch/LED assy when prying it off; it is spring loaded..not much force.
Source: by miesk5 (Al M) at FSB
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Transmission Control Indicator Light (TCIL) & Switch/Cap Installation in 92-96
Source: by miesk5 (Al M) at FSB
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Transmission Control Indicator Light (TCIL) & Switch/Cap Installation in a 93 F 250
Source: by rebelranger at FSB
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Transmission Control Indicator Light (TCIL) Button, LED & Cap (replacement part) pic
Source: by broncograveyard.com
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Transmission Control Indicator Light (TCIL) Malfunction due to a faulty O/D Cancel Switch/ LED; Part #F58Z-7G550-A
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
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Transmission Control Indicator Light (TCIL) Troubleshooting; "...This symptom could be caused by a couple of problems. One is the transmission is malfunctioning. The bulb in the switch at the end of the shifter is flaky. The wire that connects the OD switch/light at the end of the shifter is being worn at the column. Process of elimination. Codes to the computer and the light flashing in a "repetetive pattern" and consistent manner indicate a trani malfunction. A flashing OD light that is sporatic, has no pattern, is accompanied by a also sporatic OD engagement indicated that the wires are being worn and possibly shorted at the column. This is a common problem with these. The light flashing in a sporatic and sometimes on and sometimes off for longer periods indicated a bad switch at the end of the column. (my case)
Hope it is one of the easier ones. (Switch light or wires at column)..."
Source: by Mr P at rv.net via web.archive
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Transmission Oil Temperature Sensor (TOT) Overview & Wiring Diagram; "...The PCM monitors the voltage drop across a temperature sensitive thermistor. The PCM uses this information to determine transmission fluid temperature for adjustment of shift schedules & torque converter engagement schedules when the fluid is cold. Also used to adjust EPC pressure shift & torque converter schedules for temperature..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Transmission Oil Temperature Sensor (TOT) Removal; "...It is located in da Pack between Converter Clutch Control (CCC) Solenoid & the Coast Clutch Solenoid. Once you remove the pan locate the sensor in the valve body and remove the electrical connector very carefully. The sensor is about the size of a pen cap. To remove the sensor carefully unlock the stop tab and twist it, pull down to remove it. It comes out before a full quarter turn is made. Put it back in the reverse order. When you get the sensor to come out be prepared to catch the trans fluid that follows behind it, you will get less than a quart out of it. It is located in da Pack between Converter Clutch Control (CCC) Solenoid & the Coast Clutch Solenoid. try the connections first. They are usually the root of the problem..."
Source: by miesk5 at FSB
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Transmission Oil Temperature sensor TOT Sensor Location Diagram; see page 3, Step 3; "...It is located in da Pack between Converter Clutch Control (CCC) Solenoid & the Coast Clutch Solenoid..."
Source: by artcarr.com
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Trouble Shooting
Source: by Baumann Electronic Controls, LLC becontrols.com
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Trouble Shooting Flow Chart
Source: by jasperengines.com via web.archive.org
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Upgrades, Recommended for 94 & earlier
Source: by Baumann Electronic Controls, LLC becontrols.com
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Valve Body Check Balls Quantities & Sizes (part ad)
Source: by TransTec® transtec.com
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Valve Body Gasket Changes for 90 - 96 (part ad)
Source: by transtec.com
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Valve Body Installation pics, Factory Tech in a 91
Source: by Derrick36 at SuperMotors.net
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Valve Body Installation, Factory Tech in a 91
Source: by Derrick36 at FSB
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Valve Body Kit Installation Instructions
Source: by artcarr.com
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Valve Body, Accumulator, Solenoid Pack & 2-3 Valve Info & pics in a 95: "...The Accumulator valve body is the piece to the left. When installing the Transgo reprogramming kit the Accumulator VB has to be removed, the calibration plate goes underneath it. You can see the solenoid pack at the bottom, it's a pain to remove. It's a tight fit and to remove it, I tapped on the plug from the outside of the trans, after removing the wiring harness, of course .."
Source: by AvengingBronco (Avenger) at SuperMotors.net
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Vehicle Can be Shifted Out of PARK , Short Circuits, Common Locations TSB 95-02-11 on 94-95 Bronco & Trucks
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Water Intrusion of Manual Lever Position/Transmission Range (MLP/TR) Sensor TSB 95-2-12 for 89-94
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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What to Look for When Purchasing Used E4OD Units
Source: by Baumann Electronic Controls, LLC becontrols.com
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Wiring Diagrams in a 96 Bronco & F 150
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Wiring Harness & Component Location Diagram, Ford Part Numbers, Depictions, etc. from Ford Workshop Manual in 96 Bronco, F-150, F-250, F-350, F-Super Duty Chassis Cab & Motorhome Chassis
Source: by Ford via thedieselstop.com
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ZF Swaps; SEE TRANSMISSION, Manual, ZF Section
Source: by miesk5
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