yo BRONCOJADEN,
WELCOME!
To be sure;
Identification; E4OD, AOD & C6 Pan Identification & Driver Side pics by Kenneth. Shift Indicator Patterns & Indicator pics (AOD, C6 & E4OD);
http://www.technicalvideos.com/identify_my_transmission.phtml
AOD have 14 pan bolts, P-R-N-(D)-D-1 shifter pattern, note, OD is actually a (D) - pic by trigger;
http://img.photobucket.com/albums/v663/RampageFSJ/a4-1.jpg
C6 have 17 pan bolts, P-R-N-D-2-1, shifter pattern - pic by miesk5; E4OD have 20 pan bolts; P-R-N-D-2-1 shifter pattern - pic by Chris A.
Source: by miesk5 at Ford Bronco Zone Forums
http://broncozone.com/topic/22732-1990-bronco-351/
Bulletproofing The AOD
Source: by Vinnie K at Level Ten Products via web.archive.org
Slow to LOAD, Click Impatient?
in bottom right corner
http://web.archive.org/web/20070508163906/http://levelten.com/pdf/5.0_tech_98.pdf
Gacknar wrote; "...1. AODs can be built to take a FOX Mustang down a 1/4 mile track in 8 seconds.
2. The Transgo shift kit eliminates the no overdrive at full throttle. With that shift kit the 3rd to 4th shift will happin at 45,000 rpm +\- at full throttle.
http://www.transgoperformance.com/fordauto.html
3. A stock (or modified) AOD can hold 2nd to any rpm by placing the shift lever back in first after the 1st - 2nd shift happins (at higher rpms). You can then hold 2nd to any rpm. When you are ready to make the 2nd - 3rd shift, simply place the lever in D.
4. Yes the 2 piece shaft is for a locked up 3rd and 4th. No you do not loose 4th by running a 1 piece shaft and a non locking converter. You simply loose a locked up 3rd and 4th. Meaning that depending on your stall speed 3rd and 4th will run higher RPMs than they do with the 2 piece shaft and the direct drive converter.
http://www.baumannengineering.com/aodsupgr.htm
In stock form the AOD is marginal at best, but the AOD can be built to be a verry strong transmission. (it just costs mony).
I am not a huge fan of the AOD, but I am also not against it.
The AOD in my Mustang will bark second at full throttle almost every time with 275/45/17 tires. With the cheap B&M shift kit that I have, it shifts from 1st -2nd at 55,000 rpm. 2nd to 3rd at 53,000 rpms.
But due to me not having the Transgo kit, it will not shift to 4th at full throttle.
But I can install the transgo kit at any time and fix the 3rd -4th at full throttle problem..."
Some swap in ZF or NP435 manual trannies;
see some swap LINKS in my site @
http://www.broncolinks.com/index.php?index=59
Scroll down to Swap
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If E4OD see some swaps @
http://www.broncolinks.com/index.php?index=63
C6
ZF @
http://www.broncolinks.com/index.php?index=55
4R100 Swap Info
Source: by heatmiser (Chuck) @
http://www.fourdoorbronco.com/board/showthread.php?5372-E4OD-vs.-4R100-differences&p=49889
4R70W Swap Info
I wouldn't take out an E4OD for a 4R70W. You will need a new crossmember and driveshafts. You cna have the E4OD built pretty well these days. Most of the problems are from before 97, and bad rebuilders.
I have an AOD and don't tow anything. the 4R70W will bolt in mine wthout new driveshafts
Source: by Ryan M (Fireguy50)
Here are some E4OD Updates, Clearing Up Confusion; "...Ford has made a number of updates to the E4OD that are causing a fair amount of headaches. Here's a little insight that should clear up some ofthe confusion. In August of 1995, the intermediate band servo was changed, as well as the line-up. Figure 1 illustrates the early and the late servo line-up. You will note that the new design eliminates the piston retainer and snap ring. The new servo piston design will also fit earlier models. The new servo eliminates the need for the retainer and snap ring on earlier models that have the snap ring groove in the case. Figure 2 shows the earlier installation with the snap ring. Some 1996-97 E4OD transmissions feature a new design to the overdrive clutch piston assembly where the piston seals are bonded to the piston. The overdrive/intermediate cylinder has also been changed to accommodate the new bonded-seal piston. These new parts may NOT be available at this time. Since the newlydesigned parts are NOT interchangeable, we suggest using all current level parts. We have the new and the current level parts listed in the charts. Figure 3 illustrates the new design along with current production and service parts. In the beginning of production in 1996, the direct clutch friction plate lining was changed from "smooth" to "grooved". The reason for this change was the valve body and PCM calibrations were changed for the 1996 models. The interchangeability of these plates are as follows: 1989 thru 1995 will take the smooth plate. The 1996 and up will take the grooved plate. Using the incorrect friction plate could result in "shift concerns" (too soft or hard shifts). Figure 4 illustrates these plates..."
Source: by Bob C at TransTec®
http://www.transtec.com/downloads/rebuilder_news/1st_q97r-n.pdf
Updates for 1998; "...Ford introduced the 4R100 transmission in the 1998 model year. It will be replacing the current E4OD in all E and F series Ford vehicles. Along with this name change for the transmission, the following internal parts changes for 1998 affect kit contents: Valve body gaskets changed; Input and output speed sensors added; New solenoid block-to-case seal; Extension housing bushing **** orifice added; Transmission range selector sensor added. The lower VB gasket, TransTec # 12915 (OE # F81Z-7D100-AB), is a running change for 1998. It has a blue ink stripe, and WILL retrofit back to 1996 models. The upper VB gasket, TransTec # 12916 (OE # F81Z-7C155-AA), is a new part for 1998. It has a white ink stripe, and WILL NOT retrofit back. The orifice plug and all associated O-rings will be added to the small parts sub-kit, and at the same time the VB gaskets will be added to gasket sets and overhaul kits with date codes of G98 and later..." see diagram
Source: by TransTec® transtec.com
Gerard Tonno sent me the "Bomb Proofing the E4OD" article, by Jim Galatioto; it is in pdf and I can try to convert and post it or email it.
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