4R70W Ford transmission

[Larry B.]

I have a 4R70W tramsmission in my 2000 E250 Ford Conversion Van with 7000 miles ... It has a factory installed transmission cooler ... In the summer I like to tow heavy occasionally ( maxed out on gross weight per weigh scale ).. I am concerned about heat up of this transmission as I hear this is not a heavy duty transmission for this heavy 250 Van , I purchased an oversize ( 2 qts ) cast Aluminum finned transmission pan and bought some Pennszoil Synthetic Blended Mercon V to put in ... I am wondering if this synthetic blended transmission fluid will help the heat issue ? Also , does anyone know if their is a drain plug on the torque converter to drain all the fluid ? I am wondering if this synthetic blended is only as good as the factory fluid ? hate to spend the $7 plus per quart for the pure synthetic , thinking I might be doing overkill... Any comments on any of this including the durability of this transmission would be appeciated .. Larry B.

 

[metroplex]

First, the Ford 4R70W is designed to handle a certain amount of torque.

I think its "adequate" for the E-150 and E-250 since they're both limited to the 5.4L SOHC V8.

Once you step up to the V10 or the PSD, you will NEED the 4R100. The 4R70W is used on Crown Vics/Mustangs that pump out more than 400+ hp and torque. So its all good.

The stock oil to air transmission cooler should be adequate, when Ford installs coolers from the factory, they pick out the decent stuff.

Now on to the ATF...

Ford's Mercon-V spec is a Group III synthetic blend. ALL ATFs meeting Mercon-V spec must be at least semi-synthetic becuase that's what Mercon-V is...

However, you can use a Full Synthetic ATF such as Mobil 1 in the 4R70W. Yes i know it doesn't meet Mercon-V specs but here's why Ford required 4R70Ws after 1995 to use Mercon-V...

The shudder issue reared its ugly head because the torque converter slips in 3rd gear. If you lock out the OD and drive around, you're only accelerating the process.

Ford switched from Mercon to Mercon-V hoping to alleviate this issue - NOPE. Don't work. Mercon-V still overheats. They experimented with adding external oil coolers even on cars (my 2000 Crown Vic, civilian, came with an oil cooler from the factory. ALL 98-up Crown Vics regardless of whether they are police, taxi, or civilian all got transmission coolers).

Now in order to permanently eliminate the shudder, you need to get a chip. I can't post the URL here becuase it goes against Bob's rules. If you can email me, I'll help you out. THis guy makes chips for OBD-2 vehicles that revises the transmission protocol so that it doesn't slip in 3rd (as well as do 100 other things, like more hp, firmer shifts, etc).

With that being said, the 4R70W is an AODE with a wider gear ratio plus electronic stuff.

The AODE is an upgraded model of the AOD which originated in 1980. I have an AOD in my 1981 T-bird and a 4R70W in my 2000 Crown Vic. Both transmissions are very sturdy as LONG as you keep them healthy. That means 15k-20k transmission fluid changes, use of semi-synthetic or Full Synthetic ATF w/ external coolers (24,000 GVW or larger), and firmer shifts. The more it slips, the faster the clutches wear out. But not TOO firm!

Again, Mercon-V itself is a semi-synthetic blend. In order to exceed this spec, it has to be fully synthetic. The only Full Synthetic ATF that claims to be Mercon-V compatible is Amsoil's universal ATF.

I would recommend using a quality Mercon-V and getting the chip. Mercon-V contains some additives that makes the shifting firmer and crisper than w/ Mercon. I use Mercon-V in my 1981 AOD and it made a big difference.

Quaker STate's 4x4 semi-synthetic ATF meets Mercon, Dex 3, and Merc-V specs.

Pennzoil's Mercon-V is very good.

You can use Mobil 1 ATF and add Lubegard's Platinum or M-V supplement for a fully synthetic Mercon-V solution. I'd stick with Mercon-V and the chip though.

 

[metroplex]

BTW here are some #s.

5.4L SOHC V8 used in E-150/250s has 255 hp and 350 lb-ft torque. That's respectable... for a sports car. But for a larger 5000+ lb cargo van, it needs more oomph but anyhow - the 4.6L SOHC V8 used in the Mustang puts out 260 hp and 302 lb-ft stock.

Most modified 4.6s run 300+ hp and 350+ lb-ft.

I know a guy who has a blown 98 Vic with 410 lb-ft of torque and 430+ hp at the crank.

Another guy has close to 302 hp with a normally aspirated 4.6L SOHC V8. Both use 4R70Ws.

The only other mods you can do to the 4R70W would be to make the shifts firmer (tire squeels in the 1-2 at WOT), other than that there's not much you can do for durability.

You should also switch to a synthetic gear oil for the rear end as that takes quite a lot of shock during towing and racing.
Schaeffer's 267 80W-90 contains a heap load of Moly and has specs closer to a 75W-140 or 80W-140 synthetic gear lube than an 80W-90. Out of the entire synthetic 80W-90 and 75W-90 bunch, Schaffer's 267 80W-90 blend is a huge notch above them.
The only way to get anymore protection is by using Royal Purple 85W-140 or Redline 80W-140.

I personally bought 4 qt of Redline 80W-140 for my dad's 2003 E-250 5.4L V8/3.73 limited slip.

I bought Redline 75W-90 for my 2000 Crown Vic (3.55s w/ Detroit TrueTRac). If I had known about the 267 earlier I would have gotten that instead.

BTW what kind of rear end does your E-250 have?
Dana 44? Dana 60?
Can you measure the housing cover size (side to side, then top to bottom) or give a close estimate?

Thanks!

 

[MNgopher]

There should be plug on the torque convertor to use in draining it. Some other Ford sites have nice how-to's for draining it. Try the sites for Ford Trucks and Pickups. (E-mail me if you can't find the right boards!) They basically have the same setup in the 1/2 ton F series (4.6l or 5.4l V8 with the 4R70W transmission). You've already got the cooler and an oversized pan, so you should be in good shape with regular fluid changes.

Also, common sense here, but if the transmission is hunting at all in and out of OD lock the OD out. Some never tow in OD, I choose to use it when I can without excessive shifting.

The Pennzoil product should work well in your application.

The transmission is a pretty tough transmission, and is used in all F150's these days, except for the lightning (something about a supercharged 5.4

) With regular fluid changes, you should be just fine.

 

[Bror Jace]

metroplex, Ever use a limited-slip differential additive in a Ford auto transmission which was slipping only slightly?

My Dad did this with his '94 Mercury Grand Marquis with good effect. I don't know if it would be a good idea with the the larger/heavier vehicles, however.

--- Bror Jace

 

[metroplex]

Oh crud, I forgot to answer the question about the TC drain plug...

Yes there's a rubber/plastic boot on the bottom of the torque converter area. Remove that, rotate the engine until you see the nut. Rotate the crankshaft bolt clockwise ("tighten") until you see it.

Make sure you get a new bolt just in case you mess this one up.

As for adding FM additive in the transmission, I wouldn't do it.

They sell no-shudder products. Lubegard and Lucas both have them, you could try Lubegard Platinum, M-V supplement, or ATF protectant. I hear they work.

 

[metroplex]

The Lightning, if i remember correctly, gets a 4R100 - same transmission as the E/F super-duty with the V10 or PSD. It can handle significantly more torque and abuse than the 4R70W.

The 4R70W has a limitation, and once you pass the 5.4L SOHC V8 (normally aspirated) level, the 4R100 is really necessary.

 

[TOMBUCK]

Metroplex

You are slipping. You forgot to mention that when you drop transmission pan 1st time, there is the little plug that is laying in the bottom of the pan from factory when dip stick is installed.

 

[metroplex]

Yes that's for first time changes. If you find there's a plastic buoy thing in the fluid the first time you change it, don't worry - its just there to plug the transmission at the factory.

If you have 80k+ miles and the boot is there, then you should worry.

 

[MNgopher]

Its amazing how many people panic when they find that boot in the pan!

The lightning does indeed get the 4R100, at least one of the variations thereof. Amazing what a 400hp engine can do driveline compnents! Over on the dieselstop page there is a guy who worked where they made those transmissions, and there are something like 30 different variations of the 4R100 depending on the engine and driveline application. The PSD's get the beefiest of them all (at least they did until the new Torqueshift transmission arrived).