I was wondering what transmission evryone here has got on their bronco

[BigGreenBronco]

hey I was wondering what transmission everyone here has on their bronco it does not matter what year.

I have the 20 bolt E4OD ford trans on my 95.

 

[broncotough]

hey I was wondering what transmission everyone here has on their bronco it does not matter what year.

I have the 20 bolt E4OD ford trans on my 95.

i have the e4od E4OD as well. it had problems right after i bought it. it was rebuilt at a local shop for 2800. i also had a shift kit installed. all was fine untill 9 months later it left me stuck at a red light with only reverse. i took it back to the shop for warranty. burned up the little 3 pinion foward planet gear they put in and they were just going to replace it again. instead i found a 6 pinion steel foward gear and had them put that in. since then no problems

 

[miesk5]

yo, I have the E4OD as well; bought it new and maintain it according to Ford's Severe Duty Maintenance Schedule.

Applications by Type, Vehicle, Engine, Ratios, Fluid, Shift Indicator Pattern, Code, Pan Source: by Adrianspeeder (The OJ Special, The Lariat, The Bronco) at f150online.com

 

[BigGreenBronco]

Did the e4od come with all broncos or was it a more heavy duty trans

 

[miesk5]

Did the e4od come with all broncos or was it a more heavy duty trans

yo!

Almost all late model Broncos from late 89 thu 96 with an auto had/have the E4OD; a few built, say after JAN 1996 did get the 4R100, and it is difficult to ID there using Door Jamb plate info since both are listed as trans Code E

Both have same shift pattern as well as gear ratios.

--

I have the E4OD; my Bronco was built JAN 1996 and I bought it new; the E4OD is still running strong, exc for a very minotr fluid seepage past the pump seal.

Some info on the E4OD/4R100 that I have collected over-the-years;

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. 1994 and later vehicles with four speed automatic transmissions will all have an Overdrive Cancel Switch and a P-R-N-OD-2-1 shifter pattern, but may have either an E4OD or a 4R70W transmission. All 4.2L, 4.6L and some 5.0L engines use the 4R70W transmission, while diesel, 4.9L, 5.4L, 5.8L, 6.8L and 7.5L vehicles always use E4OD’s. You can measure the transmission fluid pan to determine which transmission you have if identification information is not available. A 4R70W transmission pan has an overall length of just under 15 inches, while an E4OD pan is much larger, measuring about 20 inches in overall length..."

Source: by Baumann Electronic Controls, LLC becontrols.com

Introduction to the E4OD TSB 89-09-18

Source: by Ford via miesk5

TSB 89-09-18 Introduction to the E4OD

LIGHT TRUCK:

1989 E-250, E-350, F SUPER DUTY, F-250, F-350

ISSUE: The E4OD is a new 4-speed automatic overdrive transmission. The E4OD transmission was derived from the C-6 automatic (3-speed) transmission.

ACTION: Use the following information to familiarize yourself with the various E4OD components. This information can help you explain the operation of the transmission to the customer.

The E4OD uses electronic controls to control shift points, pressure regulation and torque converter clutch control. This provides high quality shifts, good fuel economy and overall performance. The engine and transmission are monitored with diagnostic testing available through the EEC-IV Quick Test. The E4OD operations are provided by both operator selected positions of the manual selector lever and with an overdrive cancel switch located on the instrument panel.

FUNCTIONS

P (Park), R (Reverse), and N (Neutral) are the same as other Ford automatic transmissions.

D (Overdrive - normal driving position) provides all automatic shifts through fourth gear (overdrive) along with application and release of the converter clutch. The transmission may also be shifted manually between all forward ranges.

D (Overdrive - with overdrive cancel switch activated, amber light on. This position is selected by pushing the button on the instrument panel, or shift stalk on later models.) provides all automatic shifts, including the application and release of the converter clutch, except the shift into overdrive. It is used to provide additional engine braking for descending grades.

2 (Manual second) provides only second gear operation regardless of vehicle speed. It is useful for start-up on slippery surfaces or to provide engine braking on downgrades.

1 (Manual low) provides only low (1st) gear at start-ups. At higher speeds it results in a downshift to second gear followed by an automatic downshift to low which occurs when vehicle speed decreases enough. Once in low, the transmission will stay in low until the selector is moved to another position.

ELECTRONIC CONTROL

The E4OD is electronically controlled by a microprocessor known as the EEC-IV processor (electronic control assembly, ECA). The EEC-IV processor controls both the engine and the transmission on gasoline engine applications in the same microprocessor. On diesels the ECA controls the transmission only. Electronic control also provides powertrain system diagnostic capabilities which will result in earlier and more accurate resolution of E4OD malfunctions. Service technicians can detect many types of transmission concerns if they occur during the standard EEC-IV "Quick Test" on both gas and diesel use. Additionally, the overdrive cancel switch indicator light will flash during certain conditions which will inform the driver to go to a Ford dealer for servicing.

The processor gathers information from sensors located throughout the vehicle which are monitoring vehicle operating conditions. Using this information, the processor determines the best operating state for the transmission. A solenoid body assembly, containing five solenoids, receives the processor signals which in turn produces the desired mode of operation.

Altitude compensation for shift quality and cold ambient warm-up strategy are also provided in the electronic controls. This eliminates the need for changes to the transmission for operating in mountainous regions. It also allows the E4OD to operate effectively even in extreme cold.

An overdrive cancel switch allows lockout of overdrive with the push of a button. The switch is located on the instrument panel and is useful for providing increased engine braking on downhill grades. Depressing the switch will lock out overdrive (amber light turns on). Pressing it again, will change the system back to normal operation. Whenever the ignition key is turned on, the vehicle will automatically provide overdrive operation regardless of the switch position the last time the vehicle was running.

FUNCTIONAL COMPONENTS

Components from the intermediate brake drum rearward to the output shaft and extension housing seal are similar to the C-6 automatic transmission. However, the E4OD planetary gears have a higher contact ratio for quieter operation. Forward of the intermediate brake drum, the E4OD components are new. These new parts are:

> Center support assembly

> Overdrive ring gear

> Coast clutch

> Overdrive sun gear and planet gear assembly

> Pump and support assembly

> Converter and clutch/damper assembly

The E4OD has wider forward gear ratios than the C-6 as shown below.

Gear - C6 - E4OD

1st - 2.46 - 2.71

2nd - 1.46 - 1.538

3rd - 1.00 - 1.00

OD - NA - 0.712

Rev - 2.18 - 2.18

-

Some E4OD to 4R100 Swap info by Ryan M

"...As for the wiring and computer; your 1996 Bronco is Mass Air & OBD-II.

in 1996 all 5.8L came with E4OD for manual, but the 5.0L got both the E4OD and 4R70W.

So you can use a 5.0L/4R70W computer and harness. These guys are the 4R70W kings: http://www.becontrols.com/

You can use a manual transmission computer, and their tranny computer if you want to spend some case.

Baumann has seen the 98-up 4R70W in 8 second Mustangs, so it can be a good tranny..."

and;

by TheFordGuy

"...Guys,

I know the temptation to switch things around from stock is fun, but here's the real deal: (sorry, there's no short answer here)

First of all, the 4R70W is a CAR trans. The designation means: 4 speed, 700 pound/feet of torque capacity, and Wide ratios. Ford says it's rated for 700 ft/lbs, but that's a gross rating and you'd never get me to believe that this trans could handle that much torque.

Anyway, the E4OD, a true truck trans, when it was introduced in 89 got off to a horrible start. And yes, it was basically a C-6 with an extra set of planetaries added, as well as a lock-up torque converter. The problem is that although the C-6 was bullet-proof, the guys assigned to the re-design goofed it all up! I worked for Ford in the early to mid 90's as a field engineer when this thing came out, and it was so bad that we used to call that tranny the E4-Oh-No! Every winter as soon as we had the first snow fall there would be plow trucks with E4-Oh-Nos lined up waiting for replacement trannys!

Well, even though it took literally years for Ford to get this tranny straightened out, the bottom line is that with all the right internal mods, this tranny wound up up being excellent. Like anything else, when folks don't understand something they are quick to blame it as being unreliable, etc.. etc., and in the case of the E4OD this bad reputation was well deserved initially. I remember there being a special Tech Svc Bulletin that was a compilation of all the previous fixes, and there were a total of 32 articles of modification in there.

The truth of the matter is that the development of the E4OD was so political that when it came out and it was a miserable failure, the powers to be didn't want to be embarrassed, so they tried to brush the whole issue under the rug. Unfortunately things were so bad, and there were so many failures that they had to make it work. Well, after many modifications, the one remaining problem was that the tranny, when used behind big blocks and diesels, would get so hot that the torque converter would weld itself to the stator support upon failure. You actually had to use a cutting torch to get them apart!

Many times it takes sharp aftermarket guys to figure things out. Well, I saw an article in an issue of Ford Truckin' magazine years ago called "Bomb Proofing the E4OD", so I called and spoke to the guy behind this amazing article which seemed to address all the issues this tranny had. His name is Jim Galatioto, the owner and brain trust of ATO Performance Transmissions in Rancho Cordova, CA. Amazingly, Ford at the time was just coming out with the center support ball bearing mod, and this guy Jim had already figured that one out, and had been doing this as part of his extensive package of rebuild modifications long before Ford even thought of it! Immediately after reading this article, and speaking to Jim, I knew I was talking to one of the sharpest automatic transmission wizards ever to walk the face of this earth! The bottom line is that this guy knows his business. He had already figured out that the reason the factory trannys were still failing, was that the stock hydraulics did not feed the torque converter enough fluid, and the fluid it was being fed, was not being exhausted from the converter quickly enough (not enough total flow through the converter to keep temperatures in check). The end result was that this previously unaddressed problem would serve to superheat the fluid during torque multiplication. This causes fluid oxidation so all the lubricating properties of the fluid go away, and ultimately total failure results! Jim also controls heat by using Torrington roller bearings instead of ****** washers in all critical locations!

The E4OD, which is a true truck tranny, when Ford finally got their arms around the problems was renamed the 4R100. This name means 4 speed, Rear Drive, 1000 pound/feet torque capacity. (They changed the name because the E4-Oh-No got such a bad reputation.) The sad part is that this really is a good tranny, as long as you update it with the right mods. The factory remanufactured units will now work well, but can be very expensive. Although still not comparatively inexpensive, the absolute best way to go is to keep the E4OD, and have Jim at ATO rebuild yours for you. Knowing what he does to these units, I have no qualms about telling you that after he is done with one of these, you will not blow it up unless you down right abuse it to the point where ANY automatic trans would not survive, even if it was out of a military tank! :chili:

I have a few E4OD's myself, and I'm planning a swap in my 89 Bronco, to go from a 302/AOD to a 460/E4OD. I just need to find a truck I can get all of the ancillary parts like the T/C shifter & brackets, cross member, driveshafts, etc. from, before I do it.

Anyway, I do have a copy of the article which shows many of the extensive mods Jim at ATO does, so if you're interested, let me know and I'll post it on my web site for downloading. (It’s 29MB in size, as I scanned it in hi-res, so emailing it is out of the question).

Let me assure you, that my recommendation of Jim's service comes totally unsolicited. I was just amazed when I tried to get the guys I worked with at Ford Engineering to talk to Jim, and they totally blew me off! Jim is a brilliant tranny man, and he can truly make any E4OD bullet-proof. I give credit where credit is due! Jim is one of the best there is, and when I'm ready, my E4OD is getting shipped cross-country to him with no hesitation, because I know that no matter how much power I can make that 460 pump out, after he gets done with that tranny, nothing will tear it up.

Jim can be reached at: ATO Performance Transmissions (916) 636-3283 Stick with the E4OD! Just spend your money wisely and have Jim do his thing! You'll be glad you did!..."

-

and; by Chuck;

"...Just talked to my friend who trains the the Ford technicians, here is what he says / #1 the E4OD PCM will work for 4R100 how ever the shift shaft and transmission range sensor has to be moved from from the E4OD to the 4R100 #2 yes it does have a couple of sensors on the 4R100 that don't get used in this case. #3 Don't know what they are talking about with the cup thing we didn't do that when we did this swap. #4 need to have a 4x4 adapter and output shaft from a 4R100 #5 the torque rating on the early E4OD was around 850 lb ft, then went to 900 lb ft, the 4R100 is rated at 1000 lb ft for the Diesels #6 both transmission use torque converter cancel switches, the torque shift (5R115 for the 6.0 power stroke) use's a tow / haul switch. Hope this helps,..." Chuck