Complete 4R100 Swap Notes
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07-30-2014, 03:02 PM
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Complete 4R100 Swap Notes
This is for a 4wd application, 2WD is much easier. Will explain details on into the thread.
Obviously, this thread is not for the novice mechanic. Not saying I am a professional, but unless you are very comfortable with a wrench and wiring I would not attempt this alone.
Should I keep my 4R70W?
Should I upgrade to a 4R100?
These questions should be contemplated over and over before even attempting a swap. Is this big and expensive of a task going to benefit you and your needs? Well unless you have major engine mods (375+ lb/ft tq) or need a transmission to handle excessive loads, I would say the 4R70 is fine. Numerically the 4R70W stands for (4 speed auto, with reverse, 70x10 = 700 tq ) Conversely, the 4R100 is rated up to 1000 ft/lbs of torque. This is why they are in lightning's and heavy duty applications.
Are there different variants of the 4R100?
Yes there are several different variants ranging from low to high end. The highest grade is obviously in the 7.3L diesel, but the bolt pattern will not fit our 5.4's so I will not discuss the heavily built diesel 4r100 tranny. The Lightning 4r100 is basically a deisel spec trans with one less plate in reverse and direct. It is much stronger than the reg gas trans.
Low:
The low end(not that they are cheap) but the internals are not of the highest grade are in the f250 LD's and 7700's(not all 7700's have 4R100's). These are still great transmissions. They just don't have the gut's like the others.
High:
The lightning has the highest quality of internals for any 4r100 that will directly bolt up to a 5.4L enginge.
Lightning
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
large tailshaft
5 reverse plates
4 direct plates
3 o/d plates
3 intermediate plates
4 forward plates
Reg gas 4r100:
aluminum 3 pinion o/d planet
aluminum 4 pinion forward planet
aluminum 4 pinion rev planet
small tailshaft
5 reverse plates
4 direct plates
4 forward plates
3 intermediate plates
# of o/d plates is model dependent (2 or 3)
With the initial introduction of the new F-Series in 1997, only the F-150 was produced. To bridge the gap between the F-150 and the previous generation heavier-duty models (to be replaced by the Super Duty series for 1999), the light-duty F-250 was produced as a temporary model for 1997-1999. While externally identical to the F-150 (with the exception of its 7-lug wheels), the F-250 gained increased load capability from a heavy-duty rear axle and load-leveling rear suspension. The F-250 HD (Heavy Duty) was in the same series as the F-350.
After the introduction of the Super Duty version of the F-Series in 1998 as a 1999 model, the light-duty version of the F-250 was discontinued; the heavy-duty suspension continued on as the "7700" package for the 2000-2003 F-150 (noted on the tailgate emblem).
E40D Applications:
1990–1996 Ford Bronco
1989–1998 Ford E-Series
1997–1998 Ford Expedition
1989–1998 Ford F-Series
4R100
1999–2004 Ford Lightning (F-150 SVT)
2002–2003 Ford F-150 Harley-Davidson Edition
1999–2003 Ford F-150 7700 Series (LEV - Low Emmissions Vehicles only)
1999–2003 Ford Super Duty
1999–2003 Ford Expedition (with 5.4 V-8)
2000–2003 Ford Excursion
1997–2004 Ford E-Series
If you do not have a 5.4 I would def not do this mod.
Note: the E40D has one less sensor (on the tail housing). So wiring is different between the 4R100.
If anyone choses the reg gas 4R100 I would def make an effort to change to the aluminum parts too:
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
I used a built L spec 4r100 so I had to make a few more modifications than I would have with the regular navi 4r100. The lightning 4r100 is obviously a 2WD drive version so it requires a change of the rear tail housing and rear output shaft to accept the transfer case. The 2wd tail shaft is 20" long while the 4wd is 14" long. Unlike the 5R110, you cannot simply pull the tail shaft out, you have to take the entire transmission apart and put the tail shaft in, then reassemble. The spline count of the output shaft matches the borg warner 4406 transfer case found in nearly all 97-03 F150's so that is not an issue.
Parts needed for the change:
1) 4R100 of your choice
2) New transmission crossmember (pick one up out of a navigator or expedition with the 4R100)
3) New 14" output shaft (4wd) with reluctor (shaft speed sensor)
4) Have a mechanic or someone who can replace take the tranny apart and put it back together properly to inserct the 4wd tail shaft
5) 4WD (output shaft housing/tailhousing) with sensor
6) A 4R100 tranmission harness
7) Your factory flex plate off a 5.4 or 4.6 with the 4R70w will not work, even with the 4 bolt navigator torque converter, so you will need a flex plate off a navigator if you choose that converter. If you want the lightning converter you will need the lightning flex plate which is a 6 bolt. Also note: if you do not have an 8 bolt crank you cannot use the flexplates mentioned above
8) You will need a 4WD 4r100 transmission pan, the lightning pan is not as deep.
9) Stand Alone Transmission Controller or a PCM from the vehcile you got the tranny from
10) New 7700 torsion bars (4.5" longer than your factory ones). Without these you cannot get the transfer case into place.
11) Tailhousing gasket to tranny
12) RTV to mount transfer case to tail-housing
13) Torque converter to match your Flex plate.
14) Gear shifter linkage
15) Range sensor bracket to attach linkage too. The 4R70 linkage is too short and the bracket is not the same.
16) Front drive line off a navigator or anything with a 4R100 in it.
17) Rear drive shaft will need to be cut or ordered.
18) Dipstick tube and dipstick
19) 3/8" cooler lines to the radiator, cooler, then return. Don't remove the bypass line.
Important:
Not all 5.4L have the same flexplates. The dish on the 4R70 flex plate is not as deep as the ones on 4R100. So you will pull the Torque converter off the pump gear if you don't change out flex plates.
You can use the navigator flex plates with the 4bolt torque converters. Yes our troque converter will fit the input shaft, but its torque multiplication is not as high, so I do not recommend this.
Depending on what Engine Management System or PCM you are using, you may have to disable/bypass the P/N safety switch on the transmission ranger sensor. Most controllers require this without advance tuning.
Obviously, this thread is not for the novice mechanic. Not saying I am a professional, but unless you are very comfortable with a wrench and wiring I would not attempt this alone.
Should I keep my 4R70W?
Should I upgrade to a 4R100?
These questions should be contemplated over and over before even attempting a swap. Is this big and expensive of a task going to benefit you and your needs? Well unless you have major engine mods (375+ lb/ft tq) or need a transmission to handle excessive loads, I would say the 4R70 is fine. Numerically the 4R70W stands for (4 speed auto, with reverse, 70x10 = 700 tq ) Conversely, the 4R100 is rated up to 1000 ft/lbs of torque. This is why they are in lightning's and heavy duty applications.
Are there different variants of the 4R100?
Yes there are several different variants ranging from low to high end. The highest grade is obviously in the 7.3L diesel, but the bolt pattern will not fit our 5.4's so I will not discuss the heavily built diesel 4r100 tranny. The Lightning 4r100 is basically a deisel spec trans with one less plate in reverse and direct. It is much stronger than the reg gas trans.
Low:
The low end(not that they are cheap) but the internals are not of the highest grade are in the f250 LD's and 7700's(not all 7700's have 4R100's). These are still great transmissions. They just don't have the gut's like the others.
High:
The lightning has the highest quality of internals for any 4r100 that will directly bolt up to a 5.4L enginge.
Lightning
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
large tailshaft
5 reverse plates
4 direct plates
3 o/d plates
3 intermediate plates
4 forward plates
Reg gas 4r100:
aluminum 3 pinion o/d planet
aluminum 4 pinion forward planet
aluminum 4 pinion rev planet
small tailshaft
5 reverse plates
4 direct plates
4 forward plates
3 intermediate plates
# of o/d plates is model dependent (2 or 3)
With the initial introduction of the new F-Series in 1997, only the F-150 was produced. To bridge the gap between the F-150 and the previous generation heavier-duty models (to be replaced by the Super Duty series for 1999), the light-duty F-250 was produced as a temporary model for 1997-1999. While externally identical to the F-150 (with the exception of its 7-lug wheels), the F-250 gained increased load capability from a heavy-duty rear axle and load-leveling rear suspension. The F-250 HD (Heavy Duty) was in the same series as the F-350.
After the introduction of the Super Duty version of the F-Series in 1998 as a 1999 model, the light-duty version of the F-250 was discontinued; the heavy-duty suspension continued on as the "7700" package for the 2000-2003 F-150 (noted on the tailgate emblem).
E40D Applications:
1990–1996 Ford Bronco
1989–1998 Ford E-Series
1997–1998 Ford Expedition
1989–1998 Ford F-Series
4R100
1999–2004 Ford Lightning (F-150 SVT)
2002–2003 Ford F-150 Harley-Davidson Edition
1999–2003 Ford F-150 7700 Series (LEV - Low Emmissions Vehicles only)
1999–2003 Ford Super Duty
1999–2003 Ford Expedition (with 5.4 V-8)
2000–2003 Ford Excursion
1997–2004 Ford E-Series
If you do not have a 5.4 I would def not do this mod.
Note: the E40D has one less sensor (on the tail housing). So wiring is different between the 4R100.
If anyone choses the reg gas 4R100 I would def make an effort to change to the aluminum parts too:
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
I used a built L spec 4r100 so I had to make a few more modifications than I would have with the regular navi 4r100. The lightning 4r100 is obviously a 2WD drive version so it requires a change of the rear tail housing and rear output shaft to accept the transfer case. The 2wd tail shaft is 20" long while the 4wd is 14" long. Unlike the 5R110, you cannot simply pull the tail shaft out, you have to take the entire transmission apart and put the tail shaft in, then reassemble. The spline count of the output shaft matches the borg warner 4406 transfer case found in nearly all 97-03 F150's so that is not an issue.
Parts needed for the change:
1) 4R100 of your choice
2) New transmission crossmember (pick one up out of a navigator or expedition with the 4R100)
3) New 14" output shaft (4wd) with reluctor (shaft speed sensor)
4) Have a mechanic or someone who can replace take the tranny apart and put it back together properly to inserct the 4wd tail shaft
5) 4WD (output shaft housing/tailhousing) with sensor
6) A 4R100 tranmission harness
7) Your factory flex plate off a 5.4 or 4.6 with the 4R70w will not work, even with the 4 bolt navigator torque converter, so you will need a flex plate off a navigator if you choose that converter. If you want the lightning converter you will need the lightning flex plate which is a 6 bolt. Also note: if you do not have an 8 bolt crank you cannot use the flexplates mentioned above
8) You will need a 4WD 4r100 transmission pan, the lightning pan is not as deep.
9) Stand Alone Transmission Controller or a PCM from the vehcile you got the tranny from
10) New 7700 torsion bars (4.5" longer than your factory ones). Without these you cannot get the transfer case into place.
11) Tailhousing gasket to tranny
12) RTV to mount transfer case to tail-housing
13) Torque converter to match your Flex plate.
14) Gear shifter linkage
15) Range sensor bracket to attach linkage too. The 4R70 linkage is too short and the bracket is not the same.
16) Front drive line off a navigator or anything with a 4R100 in it.
17) Rear drive shaft will need to be cut or ordered.
18) Dipstick tube and dipstick
19) 3/8" cooler lines to the radiator, cooler, then return. Don't remove the bypass line.
Important:
Not all 5.4L have the same flexplates. The dish on the 4R70 flex plate is not as deep as the ones on 4R100. So you will pull the Torque converter off the pump gear if you don't change out flex plates.
You can use the navigator flex plates with the 4bolt torque converters. Yes our troque converter will fit the input shaft, but its torque multiplication is not as high, so I do not recommend this.
Depending on what Engine Management System or PCM you are using, you may have to disable/bypass the P/N safety switch on the transmission ranger sensor. Most controllers require this without advance tuning.
Last edited by ibd2328; 07-30-2014 at 03:12 PM.
#6
07-30-2014, 03:58 PM
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Notice the dish difference.
Torsion bar members simply scoots back 3 bolts.. Easy to line up (biggest hole is for the middle of the support. I had not moved mine back in this one.
The tranny support member actually moves up to the next set up bolt holes on the fram because the support is made differently.
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07-30-2014, 04:01 PM
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#8
07-30-2014, 05:28 PM
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#10
08-06-2014, 06:20 PM
Good info. Some F150's came with a 4R100 w/o being lightning, 7700 or Harley. I have heard that the 4x4 Off Road package is the variable. I have a 99 4x4 off Road and it has the 4R100. You can also score the 6 bolt flexplate from a v10.
Of course there are always the exceptions to the transmission guts too. I had an 01 Expedition with a mechanical diode which was only supposed to be in Diesel 4R100's.
Of course there are always the exceptions to the transmission guts too. I had an 01 Expedition with a mechanical diode which was only supposed to be in Diesel 4R100's.
#11
08-23-2014, 03:27 PM
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#12
06-09-2015, 07:29 AM
Changed axle completely
Hello I have a 2001 Ford F-150 supercrew cab with transmission 207 and axle 18 bearings etc went out etc.i bought at a really good price a complete 2002 Ford F-150 supercab low miles but some kid ran it in between some trees but only messed up the fenders and doors .the 2002 has transmission 241 with axle 19. I drove this truck home with no noises truck drove like a dream. When I put the axle 19 in the 2001 with the 207 automatic trans it makes noises right as soon as I put a 19 where an 18 was.i checked everything!! To me it seems like it has a matching up problem. My question to u do u think the shaft out put sensor or sensors would help the communication for matching up issues ? Maybe go ahead and do tranny swap too? Ty.
This is for a 4wd application, 2WD is much easier. Will explain details on into the thread.
Obviously, this thread is not for the novice mechanic. Not saying I am a professional, but unless you are very comfortable with a wrench and wiring I would not attempt this alone.
Should I keep my 4R70W?
Should I upgrade to a 4R100?
These questions should be contemplated over and over before even attempting a swap. Is this big and expensive of a task going to benefit you and your needs? Well unless you have major engine mods (375+ lb/ft tq) or need a transmission to handle excessive loads, I would say the 4R70 is fine. Numerically the 4R70W stands for (4 speed auto, with reverse, 70x10 = 700 tq ) Conversely, the 4R100 is rated up to 1000 ft/lbs of torque. This is why they are in lightning's and heavy duty applications.
Are there different variants of the 4R100?
Yes there are several different variants ranging from low to high end. The highest grade is obviously in the 7.3L diesel, but the bolt pattern will not fit our 5.4's so I will not discuss the heavily built diesel 4r100 tranny. The Lightning 4r100 is basically a deisel spec trans with one less plate in reverse and direct. It is much stronger than the reg gas trans.
Low:
The low end(not that they are cheap) but the internals are not of the highest grade are in the f250 LD's and 7700's(not all 7700's have 4R100's). These are still great transmissions. They just don't have the gut's like the others.
High:
The lightning has the highest quality of internals for any 4r100 that will directly bolt up to a 5.4L enginge.
Lightning
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
large tailshaft
5 reverse plates
4 direct plates
3 o/d plates
3 intermediate plates
4 forward plates
Reg gas 4r100:
aluminum 3 pinion o/d planet
aluminum 4 pinion forward planet
aluminum 4 pinion rev planet
small tailshaft
5 reverse plates
4 direct plates
4 forward plates
3 intermediate plates
# of o/d plates is model dependent (2 or 3)
With the initial introduction of the new F-Series in 1997, only the F-150 was produced. To bridge the gap between the F-150 and the previous generation heavier-duty models (to be replaced by the Super Duty series for 1999), the light-duty F-250 was produced as a temporary model for 1997-1999. While externally identical to the F-150 (with the exception of its 7-lug wheels), the F-250 gained increased load capability from a heavy-duty rear axle and load-leveling rear suspension. The F-250 HD (Heavy Duty) was in the same series as the F-350.
After the introduction of the Super Duty version of the F-Series in 1998 as a 1999 model, the light-duty version of the F-250 was discontinued; the heavy-duty suspension continued on as the "7700" package for the 2000-2003 F-150 (noted on the tailgate emblem).
E40D Applications:
1990–1996 Ford Bronco
1989–1998 Ford E-Series
1997–1998 Ford Expedition
1989–1998 Ford F-Series
4R100
1999–2004 Ford Lightning (F-150 SVT)
2002–2003 Ford F-150 Harley-Davidson Edition
1999–2003 Ford F-150 7700 Series (LEV - Low Emmissions Vehicles only)
1999–2003 Ford Super Duty
1999–2003 Ford Expedition (with 5.4 V-8)
2000–2003 Ford Excursion
1997–2004 Ford E-Series
If you do not have a 5.4 I would def not do this mod.
Note: the E40D has one less sensor (on the tail housing). So wiring is different between the 4R100.
If anyone choses the reg gas 4R100 I would def make an effort to change to the aluminum parts too:
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
I used a built L spec 4r100 so I had to make a few more modifications than I would have with the regular navi 4r100. The lightning 4r100 is obviously a 2WD drive version so it requires a change of the rear tail housing and rear output shaft to accept the transfer case. The 2wd tail shaft is 20" long while the 4wd is 14" long. Unlike the 5R110, you cannot simply pull the tail shaft out, you have to take the entire transmission apart and put the tail shaft in, then reassemble. The spline count of the output shaft matches the borg warner 4406 transfer case found in nearly all 97-03 F150's so that is not an issue.
Parts needed for the change:
1) 4R100 of your choice
2) New transmission crossmember (pick one up out of a navigator or expedition with the 4R100)
3) New 14" output shaft (4wd) with reluctor (shaft speed sensor)
4) Have a mechanic or someone who can replace take the tranny apart and put it back together properly to inserct the 4wd tail shaft
5) 4WD (output shaft housing/tailhousing) with sensor
6) A 4R100 tranmission harness
7) Your factory flex plate off a 5.4 or 4.6 with the 4R70w will not work, even with the 4 bolt navigator torque converter, so you will need a flex plate off a navigator if you choose that converter. If you want the lightning converter you will need the lightning flex plate which is a 6 bolt. Also note: if you do not have an 8 bolt crank you cannot use the flexplates mentioned above
8) You will need a 4WD 4r100 transmission pan, the lightning pan is not as deep.
9) Stand Alone Transmission Controller or a PCM from the vehcile you got the tranny from
10) New 7700 torsion bars (4.5" longer than your factory ones). Without these you cannot get the transfer case into place.
11) Tailhousing gasket to tranny
12) RTV to mount transfer case to tail-housing
13) Torque converter to match your Flex plate.
14) Gear shifter linkage
15) Range sensor bracket to attach linkage too. The 4R70 linkage is too short and the bracket is not the same.
16) Front drive line off a navigator or anything with a 4R100 in it.
17) Rear drive shaft will need to be cut or ordered.
18) Dipstick tube and dipstick
19) 3/8" cooler lines to the radiator, cooler, then return. Don't remove the bypass line.
Important:
Not all 5.4L have the same flexplates. The dish on the 4R70 flex plate is not as deep as the ones on 4R100. So you will pull the Torque converter off the pump gear if you don't change out flex plates.
You can use the navigator flex plates with the 4bolt torque converters. Yes our troque converter will fit the input shaft, but its torque multiplication is not as high, so I do not recommend this.
Depending on what Engine Management System or PCM you are using, you may have to disable/bypass the P/N safety switch on the transmission ranger sensor. Most controllers require this without advance tuning.
Obviously, this thread is not for the novice mechanic. Not saying I am a professional, but unless you are very comfortable with a wrench and wiring I would not attempt this alone.
Should I keep my 4R70W?
Should I upgrade to a 4R100?
These questions should be contemplated over and over before even attempting a swap. Is this big and expensive of a task going to benefit you and your needs? Well unless you have major engine mods (375+ lb/ft tq) or need a transmission to handle excessive loads, I would say the 4R70 is fine. Numerically the 4R70W stands for (4 speed auto, with reverse, 70x10 = 700 tq ) Conversely, the 4R100 is rated up to 1000 ft/lbs of torque. This is why they are in lightning's and heavy duty applications.
Are there different variants of the 4R100?
Yes there are several different variants ranging from low to high end. The highest grade is obviously in the 7.3L diesel, but the bolt pattern will not fit our 5.4's so I will not discuss the heavily built diesel 4r100 tranny. The Lightning 4r100 is basically a deisel spec trans with one less plate in reverse and direct. It is much stronger than the reg gas trans.
Low:
The low end(not that they are cheap) but the internals are not of the highest grade are in the f250 LD's and 7700's(not all 7700's have 4R100's). These are still great transmissions. They just don't have the gut's like the others.
High:
The lightning has the highest quality of internals for any 4r100 that will directly bolt up to a 5.4L enginge.
Lightning
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
large tailshaft
5 reverse plates
4 direct plates
3 o/d plates
3 intermediate plates
4 forward plates
Reg gas 4r100:
aluminum 3 pinion o/d planet
aluminum 4 pinion forward planet
aluminum 4 pinion rev planet
small tailshaft
5 reverse plates
4 direct plates
4 forward plates
3 intermediate plates
# of o/d plates is model dependent (2 or 3)
With the initial introduction of the new F-Series in 1997, only the F-150 was produced. To bridge the gap between the F-150 and the previous generation heavier-duty models (to be replaced by the Super Duty series for 1999), the light-duty F-250 was produced as a temporary model for 1997-1999. While externally identical to the F-150 (with the exception of its 7-lug wheels), the F-250 gained increased load capability from a heavy-duty rear axle and load-leveling rear suspension. The F-250 HD (Heavy Duty) was in the same series as the F-350.
After the introduction of the Super Duty version of the F-Series in 1998 as a 1999 model, the light-duty version of the F-250 was discontinued; the heavy-duty suspension continued on as the "7700" package for the 2000-2003 F-150 (noted on the tailgate emblem).
E40D Applications:
1990–1996 Ford Bronco
1989–1998 Ford E-Series
1997–1998 Ford Expedition
1989–1998 Ford F-Series
4R100
1999–2004 Ford Lightning (F-150 SVT)
2002–2003 Ford F-150 Harley-Davidson Edition
1999–2003 Ford F-150 7700 Series (LEV - Low Emmissions Vehicles only)
1999–2003 Ford Super Duty
1999–2003 Ford Expedition (with 5.4 V-8)
2000–2003 Ford Excursion
1997–2004 Ford E-Series
If you do not have a 5.4 I would def not do this mod.
Note: the E40D has one less sensor (on the tail housing). So wiring is different between the 4R100.
If anyone choses the reg gas 4R100 I would def make an effort to change to the aluminum parts too:
steel 4 pinion o/d planet
6 pinion steel forward planet
6 pinion steel rev planet
I used a built L spec 4r100 so I had to make a few more modifications than I would have with the regular navi 4r100. The lightning 4r100 is obviously a 2WD drive version so it requires a change of the rear tail housing and rear output shaft to accept the transfer case. The 2wd tail shaft is 20" long while the 4wd is 14" long. Unlike the 5R110, you cannot simply pull the tail shaft out, you have to take the entire transmission apart and put the tail shaft in, then reassemble. The spline count of the output shaft matches the borg warner 4406 transfer case found in nearly all 97-03 F150's so that is not an issue.
Parts needed for the change:
1) 4R100 of your choice
2) New transmission crossmember (pick one up out of a navigator or expedition with the 4R100)
3) New 14" output shaft (4wd) with reluctor (shaft speed sensor)
4) Have a mechanic or someone who can replace take the tranny apart and put it back together properly to inserct the 4wd tail shaft
5) 4WD (output shaft housing/tailhousing) with sensor
6) A 4R100 tranmission harness
7) Your factory flex plate off a 5.4 or 4.6 with the 4R70w will not work, even with the 4 bolt navigator torque converter, so you will need a flex plate off a navigator if you choose that converter. If you want the lightning converter you will need the lightning flex plate which is a 6 bolt. Also note: if you do not have an 8 bolt crank you cannot use the flexplates mentioned above
8) You will need a 4WD 4r100 transmission pan, the lightning pan is not as deep.
9) Stand Alone Transmission Controller or a PCM from the vehcile you got the tranny from
10) New 7700 torsion bars (4.5" longer than your factory ones). Without these you cannot get the transfer case into place.
11) Tailhousing gasket to tranny
12) RTV to mount transfer case to tail-housing
13) Torque converter to match your Flex plate.
14) Gear shifter linkage
15) Range sensor bracket to attach linkage too. The 4R70 linkage is too short and the bracket is not the same.
16) Front drive line off a navigator or anything with a 4R100 in it.
17) Rear drive shaft will need to be cut or ordered.
18) Dipstick tube and dipstick
19) 3/8" cooler lines to the radiator, cooler, then return. Don't remove the bypass line.
Important:
Not all 5.4L have the same flexplates. The dish on the 4R70 flex plate is not as deep as the ones on 4R100. So you will pull the Torque converter off the pump gear if you don't change out flex plates.
You can use the navigator flex plates with the 4bolt torque converters. Yes our troque converter will fit the input shaft, but its torque multiplication is not as high, so I do not recommend this.
Depending on what Engine Management System or PCM you are using, you may have to disable/bypass the P/N safety switch on the transmission ranger sensor. Most controllers require this without advance tuning.
#13
06-09-2015, 07:30 AM
#14
06-09-2015, 12:51 PM
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#15
06-14-2015, 03:25 AM
If you are putting it into a super crew the rear driveshaft from a 7700 will also work. When I did mine I had a 7700 for a doner truck. I didn't see anything about the trans cooler lines (I skim read) you will need the 4r100 lines as they are different from the 70. If you take the computer from the 7700 or extra/navi then you will also need the key as they are chipped the same and possibly the gauges aswell (not 100% sure on gauges) also the exhaust cross over will need to be lengthened again skim read!
Last edited by tfast150; 06-14-2015 at 03:29 AM.