Richard Crich explains it best with a Ford 4R100!

today we're going to do the do's and don'ts on me for our 100 training this is out of an O 3 4 supercharged lightning pickup we're going to start at the back first on the 4th light means they put a lot bigger yoke that slides in the back here the bushing is different and the seal is different so if you order an overhaul kit for this transmission you will not get this sealed you will not get this bushing so you have to ask for it separately when you go and do that now this training still has an input speed sensor your output speed sensor it's got your neutral safety switch to where need move your part or your shifter lever on the dash it tells the computer what gear you're in to start at neutral Park birth or whatever for 100 what you're looking at here to this is that we got this output speed sensor count when the drive shaft is turning its that urine counts this like that right here if you see here this is your park see how that watch is bang locks right in there you take it out put it back in there blocked right back in park the drive chef does not turn so [Applause] and for Disney's up on this training right here they did a cooter bypass system in it to where if the cooler up on the front of the vehicle gets any type of restriction anything like that it will physically bypass the the fluid and put it right back into the the other way the doesn't ever starve for any type of lubrication now the training will get hot if it does start happening and if it restricts it to bad it will actually bring on the converter clutch in the front and kill the motor with the comfort of saw that will happen so for did protect themselves a little bit like there you have to replace on every rebuild if you don't we'll come back and bite you very critical there's actually a ball and spring right in here to where if it builds up too much pressure it'll push that ball open and just bypass the cooler and just do a circle with it into the transmission now here is the electronic solenoid connection right here now this training here doesn't tap individuals illinois's it's what we call a Ford is designed this range so many you can put a lot of lower first gear first gear once you get the weight move and everything else now this here's your electronics little F back here you see the cylinders each one is individual so when we change this out on every rebuild we have to change this whole unit right here instead of some just have them all over the training so this here is the cumulative body or shift field so if you want to make this training shift a little bit firmer go in here and play with this thing right here now what we got is in some of the other videos I was talking about these two motor pistons right here that when it makes the second gear shift it'll push this down and control how the clutch comes on well this this has it a different way it has it in the valve body right here there's a valve right here you can see that one there well there's another one in this chamber right here well this is a two-stage to accumulated system right here where Ford uses what they do is this pushes on this one once it gets so far then it pushes on this one so it's like a dual stage but it's inside this ball right here say here's your third gear here's your overdrive here's your fourth gear and so on like that that's how that's designed for its kind different in every way when they do their this piece right here is your reverse engagement control valve body and it's your one to control valve body you have these vowels in here right here like this well this train you have to rebuild Steven even from day one whether it's rebuilt or not they've always had a real slow reverse and what we do is we go in and take this spring out right here and just leave it completely out and it brings on reverse so much quicker you know it set it back you know putting your driver we're backing up putting lavars and you're sitting awake for like a two second count this will eliminate that if you take that spring out right there now this is basically what we call like an auxiliary valve body you know you still have your control check bolts here and in here in your trough now some of it like there's one not here some of these don't take all these balls you got to watch what you're doing because not all of them take them off this one here has four in it and they are different size you got two big ones and two small ones and then you have the rest year remaining bow body so this has to be very clean when you put this back but you can see in this pan right here this does have a lot of burnt frictions that we're going to get inside this or two and I'll come up with exactly how this works and how we can make it better it's all about making it better a lot of high horsepower units so we can put all that into these units here and really make them not work nice you know people's heart of ADD and clutches the drums and and stuff like that well you can do that to this training too so but you just got to know how to do it and it makes a big difference just add one clutch to one drum changes that whole system up to what we've done here this servo piercing right here what brings on your engine braking band we pull it from third to second gear you get that feeling where it pulls you by that's what this piston does it comes in there there's a band in here right here that will apply when you pull that shifter down into into a second gear every time we rebuild our trainees as we build them back we come back to here we check air check everything by the way when we get this unit back together like this we know it is all the seals of ceilings in it and stuff like that that we don't ever have to go back into this unit now not all units when you put them in cars feel just the way I want them to feel and I've been doing it so long I know I can go back in here without pulling this training out and I can change certain things you know to feed check balls and stuff like that to make third gear feel better and fourth gear feel better or so on so I'm very particular about how these units leave our shop and if I don't like it it ain't leaving so but here we got here I'm going to show you a little air test this here hole right here will apply the intermediate clutch on the inside of the transmission which is the gear you could be sent you can't hear that one so my second gear could be Bart plumb up I've got a blowed seal now we're gonna go over here to the forward clutch that lose the vehicle forward now you can physically hear that one coming on on the inside now here right down in here is your direct this is your third gear and your reverse clutch can you hear that you can hear that coming on just like that now here's your overdrive clutch did you hear that you can hear that coming off of that air but down here in the bottom is another one it's called your low reverse clutch I'm not going to blow on that hole because there's so much fluid in there that I believe I'll probably get a bath but I can physically air check that too but with this clutch coming on your 3rd gear clutch coming on this vehicle packs up right here are real critical on how you put them back in they have Loctite on them right here to tighten them but these bolts only torque like eight inch pounds or eight foot pounds excuse me and why it's so little is because this support down in here has a gap in it so a new time these bolts down it'll pull it down and bow it in the middle right here right here because there's a gap in between the two pieces that's why you fork that very minimum when these trainings first come out we had big issues with cross leaks right here with the overhaul gasket kits and now when you get an overall gasket kit this main gasket right here that goes here is it's probably 80,000 stick now to give it some type of formation so he can kind of mold to it when you tighten it down because they still have an issue right here we are getting better now just like I showed you on your GM's and stuff like that without this if you leave that off you won't have no lock up on your torque rotor so that is what that is now Ford had a bad problem a long time ago with material that they were using on their front seal is causing front seal leaks because of the fluid that we use had a chemical reaction with the rubber and it was a gray material just like this one here so you can see this has already been starting to leak and they do it over a time but they do got a new seal now that this material is black and it doesn't have that chemical action with the fluid that they have out nowadays you never want a pyrite here let me show you something if you take him prior right here hard you'll break this piece off right here you don't want to do that you can get that in pride and break that off and then you're gonna buy you eight hundred thousand our case light hammer in here and pull on this a little bit get this out we might have an issue down in here keeping this from just coming out there normally I could just pull them out the way I was doing it real easy there we go this happy hated a little harder so forward like I was telling you earlier let's change this pump so many times I bet it costing millions of dollars to get their stuff cut on this thing and there's finally what they come up with the gears spin too small the feed holes being too small and I think this thing will take I know at least four times that I know over and that was just in the e-40 this is the 400 comments though but what they've come in here done is they just couldn't get enough volume out of these pumps to basically operate everything that was going on inside this unit so what they did is they change these feed holes right here for suction and and stuff to feed this pump and and the gear size I could go in and get off my shelf over there and show you the different sizes and the different forms of these teeth and the size of these holes that they finally settled with so you really got to be careful when you put a pump in one of these any time you swap parts in these units you better be careful now if you rebuild this training you don't have to swap hard parts and stuff like that and you just go for clutches and seals and stuff in it gonna be okay but if you start grabbing stuff off the shelf and don't know what you're looking at you're gonna be in trouble well this has a pulse width modulated modulating lock-up system in the torque converter right here this torque converter has three clutches in it where your early design only had one and how you can tell is I don't know if you can see these ripples right here on the side of this converter that will tell you that that is a triple disc converter from the factory and it is a 6 lug supercharged application just like your diesel so but when you have a pulse with mods in lockup system this feed orifice right here has been removed if you have a on and off lock-up system there will be an orifice in there with about 70 thousands whole so if you put that in a pulse with pods in lockup system this clutch is going to burn up no matter how you look at it it will be done so you better remember that and look at that that plug right there this one's missing it is a pulse width modulated system you have a multi clutch converter you put a positive on same locked up system with a single clutch converter it is been - it will not work this here is your engine brake clutch right here when you let off the gas this clutch comes on and you get your engine braking left there this is your overdrive Sun gear just bright planet 2e that's down in here you got your Spragg right here now they did change this brag up a couple different times to so you will I can say when you go to start swapping parts you better to look what you're doing now this is your over top punch right here when I blew through this hole right here for overdrive this is what you were hearing coming on you got a 3 clutch overdrive the 4 100 and the later efore tdys did have a bonded piston here some of it not have a bonded system so it just varies just make sure we can take out you put back in make it we have this piston in here like this so when I blew through that hole this piston come up and apply this overdog punch right here well this is a two-stage piston assembly it's got another piston on the back right here so when you got second gear coming on which I'm gonna pull this out right here we have your second gear clutch that's right down here that this piston here applause but let's go into some detail a little bit right here some changes that they did this is a light version this is a early model 840 decaf and the support [Music] this piece right here I'm gonna give you some idea where here's one let's see here how this has this knob on it right here and this one doesn't but what they did is they have issues with this support right here like this and that issues with this small bushing wearing all the time because it's just so much weight on it and it just will not hold up so what they did is instead of doing that they come in here and they added a bearing right here and now they they took that off this sets on there like that and what they did is they took this plug right here this is a kit that you can buy you take that bushing out and put this cup plug in there if you just leave that an open hole all your lubrication oil will just fall into the pan just right past because there's nothing plugging it no more see right there so you have to put that in there to restrict it and by the way out all these other holes of spray oil and lubricate everything down there but that is a really good upgrade that they did do so you got to be careful like I say it goes back to swapping parts it's easy to grab this out put it in there if you need this shot [Music] here is your engine brake band I was talking about when you plot it moved it from third to second gear you had this come on like right here and it would push on that and apply that around this drum right like that that's how that works you pull down to the second now this right here is your second gear clutch they've come out and we redesigned this so many times to with thicker clutches thinner steels dismiss matching I mean it's crazy when you take this apart you look at it you put it back exactly how it is because I haven't found any information on this yet I've called everybody in the world to try to figure out because I get these units in all the time barn up and I can tell somebody is messed with it and it's hard to determine what thickness of Steel's and clutches you need to put back in here so there's no information on it so just put back what's in there come out now here's another design this is your intermediate Spragg it spins this way and locks this way well they come out with a second design of this thing well actually this is the second design this is another design this is called a diode Spragg you you can barely hear it and it locks it will not turn this is basically the same thing right here but they had such a failure rate with these right here if you ever get one in you have to replace the whole drum and all because the way this locks on here like that and then you got a snap ring that holds it on these are junk you throw them away now this here is got the good design Spragg assembly in it right here it's like this plenty of locks this is the new design it lasts forever I mean locked up if you want to go in here to check for wear any hammer marks or see anything with that thing's been locking on this drum right here looks really good [Music] I'm gonna show you some another stuff here if you don't know what you're doing again get into an issue I could get in here all the time this is a gas vehicle it's just got splines halfway down this drum this is a diesel it's got splines all the way down the drum if you put this drum here in a diesel it will blend me or spin these splines out right here because this shaft right here locks into that right there like that well you're missing half the spline diesel gas so Diesel's make so much torque that if you put this in there it will pop that spline the first time they get on it with their chips and big injectors and stuff like that so you can see someone in here it's got it in there you better find you one now this is the forward drum that moves the vehicle forward this is your third gear drum that moves it inside here I'm gonna give you a little secret I don't like to give it all the way but this drum only has four clutches in it just like that say that well let me show you a little secret here if you take this forward turn right here it's gonna have that many four clusters moving but that's all it needs because this once you put this and drive this clutch stays on all the time this clutch here comes on under load so when it shifts the third gear it has to stop it under a real heavy load well this one comes on the visible Ford you're setting or idling so once it's a it's real an easy clutch but you can take this out of the bottom of this forward clutch right here see how thin it is you can take this thick plate out right here let it aside taking put this back in here like this I'm just an example how you have another clutch to a drop this steel one here is the same on these so you can just grab another steal the clutch is not the same but it will fit in there for now for an example but look I'm adding another clutch I'm gonna put this plate in here just like that I'm gonna go grab my snap ring but what I'm going to grab is I'm gonna go grab me a 350 K snap ring out of a 350 GM transmission which is a little thicker and then I'm gonna put it in there but I don't have one to show you real quick but I mean you can get a 350 snakes I think it fits right in there now you just add an extra cluster that drum now you got five punches in there and just made it so much better so you don't want to do it to the forward clutch but you can do it but you will have issues with it rubbing down here let me show you something before I show you that I'm going to show you this this is a steel planet most guests of trainees have aluminum planet in it being that it's supercharged and a for 100 it's got the steel planet in it and all Diesel's have steel planets if you get one in it's got aluminum moon in it you better buy the steel one because if not it's going to come back and bite you it will it will break it out now this is what I was talking about this sets down in here like this so if you take and add another cut in here and use this plate here in this former drum it will rub right down in here so you cannot do that so just do your five cuts you leave your four clutch longing you check your splines make sure you're good there because they're not [Music] this is your your lower planetary assembly and it is steel - now they do make them in aluminum so six pinion here they make them in a five they make them in a fork but then here Ford make some changes to on this c63 speed and on the D 40 D and this for 100 okay well for dancer issue was in first gear this there's so much load taking off pulling big trailers and stuff like that that had issues with cooking thrust washers out of them this one here is a lot bigger than fat than normal then the four Hot 100's and the C 60 but you go back here they added a bearing whether it used to be a thrust washer right here that would rub down here on this race and the load rate on that race was just too much so Ford finally upgraded it to a bearing but they had to change the thickness of this and and stuff like that but they possible time so you really got to be careful when you change this out to if it comes up bad because this brag right here also runs on that say let me well I found my material that come out of my pan now you notice that when I took this unit apart we didn't find any part punches in third gear we didn't find any burnt clutches in overdrive we didn't find any remaining clutches and forward you know your engine brakes and it's good but if you go up here and look your reverse clutches burned up he didn't lose third because it's third gear clutch is good so all his forward gears were fine but he lost reverse because your third gear clutch comes on and your reverse clutch comes on the backup now it goes back to I was telling you earlier in the video that this has a bad problem about delays in Reverse so if you get stuck or anything like that you have to go forward stop put it in reverse wait on it to go in and then back up and it's just maybe driving - I mean you can go into Walmart Park pull back out gonna reverse you set there for a second so these clutches wear really fast and they even had a wave to make Reverse even softer because they have no wave in third gear so all the cushioning this dirty earth is in the cumulated body like I showed you earlier but they still soften it now let me tell you something trans go kid and every built kit shift kit and put anything and they call to put a plug down in this hole that restricts that hole just a little bit never put that in when I first did this a long time ago I put that in a couple of times and the customer product right back because it's just delayed too long and reverse so leave that alone put the kid in it'll work fine add your other clutch to fifth gear will be fine make sure this is missing if it's a pulse width modulator if it's missing and it's a non PO you better put it in so this is your stay tuned

Channel: Precision Transmission

Views: 150,874

Rating: 4.9048295 out of 5

Keywords: How to, Tear down, 4R100, What does what, Make it better, Transmission, Drag racing, Racing, Dues and dont's, Precision Transmission

Id: CqiKhKZjNgs

Length: 32min 6sec (1926 seconds)

Published: Wed Jul 31 2019