Issue Summary:
- Ford introduced a new-design sun shell with tabs added to the center of the sun-shell slots in the 4R100 as a running change during the 2000 model year.
- Starting with the 2000 model year on all AX4N transaxles and 2001 on all AX4S transaxles, Ford Motor Co. introduced a new-design pump bearing that includes an integrated seal.
- When the bolts attaching the pump to the converter housing in the Ford A4LD, 4R55E, 5R55E, 5R55N or 5R55W are being tightened, the threads in one or more of the bolt holes may strip out, requiring repair using the Heli-Coil® method.
- Beginning in the 2000 model year, as a running change to the A670 (31TH) and A604 (41TE), DaimlerChrysler introduced a new-design final-drive cross-shaft retainer and eliminated the retaining pin.
There is a new-design sun shell with tabs added to the center of the sun-shell slots (see Figure 1), implemented by Ford Motor Co. as a running change during the 2000 model year. This change eliminated the need for the No. 8 thrust washer between the forward and direct drums. This also required a new installation tool for the assembly process.
Main reason for this change was cost savings.
(1) Input sun shell – New design has tabs added to the center of the sun-shell slots, as shown in Figure 1, which now support the direct drum for the required clearance between the direct and forward clutch housings, and allows elimination of the number 8 thrust washer.
(2) Direct-clutch housing – Manufactured without slots in the center hub, as they were no longer needed to accept the No. 8 thrust-washer tabs. Figure 2 illustrates both designs of direct drums.
(3) No. 8 thrust washer – eliminated (see Figure 2).
(4) Installation Tool – The new tool required for installation, to accommodate the changes in the sun-shell slots, works with both designs of sun shells (see Figure 3).
The first-design sun shell is no longer available from Ford Motor Co., as the second-design sun shell will retrofit all models, with or without the No. 8 thrust washer.
The second-design direct-clutch housing (no slots for washer) must be used with the second-design sun shell, as there are no accommodations for the No. 8 thrust washer.
Refer to Service Information below for current OEM part numbers.
- Direct-clutch housing, second design (without four-tab washer) . . . . . . . YC3Z-7D044-BA
- Direct-clutch housing,first design (with four-tab washer) . . . . . . . . . . . . F81Z-7D044-BA
- Sun shell, hardened, second-design. . . . . . . . . . . . . . . . . YC3Z-7D064-BA
- Sun shell, regular, second-design. . . . . . . . . . . . . . . . . YC3Z-7D064-AA
- Direct to forward drum (No. 8) four-tab thrust washer . . . . . . . . . . . E9TZ-7C096-A
- Loading tool, new design . . . . . . . . . . . . . 307-436
Beginning at the start of production for the 2000 model year on all AX4N transaxles and 2001 on all AX4S transaxles, Ford Motor Co. introduced a new-design pump bearing that includes an integrated seal (see Figure 4).
When this new-design bearing-and-seal assembly went into production, it was installed with the seal on the valve-body side of the pump instead of the rotor side. This change is what will greatly reduce the bearing failures and breakage of pump rotors and vane rings. This procedure now is recommended for all units of this family, even if you are using the previous-design-level bearing and nickel seal shown in Figure 5.
Greatly reduced failures of the pump bearing, pump rotor and vane ring, and much-improved durability and reliability.
Installation Procedure:
AXOD/AXODE (AX4S) – When using the first-design bearing with the nickel seal, install the seal on the valve-body side, with the part number facing up, as shown in Figure 5.
When using the second-design bearing with the integrated seal, install the bearing assembly with the integrated seal facing the valve-body side, as shown in Figure 5. The second-design bearing and seal assembly will retrofit all AXOD, AXODE and the AX4N through 1999.
AX4N (4F50N) – When using the second-design AX4S bearing with the integrated seal on 1995-99 models, install the bearing assembly with the integrated seal facing the valve body as shown in Figure 5. When using the second-design AX4N bearing assembly with the integrated seal, install the bearing assembly with the integrated seal facing the valve-body side, as shown in Figure 5. The second-design AX4N bearing assembly will fit only 2000 and later models because of the increased diameter (see Figure 4).
Many thanks to Transtar Industries for providing us the information on this bearing.
When the bolts attaching the pump to the converter housing are being tightened, the threads in one or more of the bolt holes strip out, requiring repair using the Heli-Coil method.
After trying to locate a Heli-Coil kit for 8mm x 1.00 threads, you discover that a repair kit for threads of this size is difficult to locate.
The cause of this complaint can be metal fatigue or overtightening.
The original bolts, shown in Figure 6, are 8×1.00x35mm. Since a thread-repair kit of this size is difficult to locate, use an 8×1.25mm tap to repair the damaged threads, because a thread-repair kit does exist for this size thread.
After restoring the threads, locate one of the channel-plate bolts from a 4T60 (see Figure 7), since they match the original bolt length, and use it to secure the pump. These bolts have Torx heads, so they will fit into the narrow recess in the pump casting.
Finish by tightening to 18 lb.-ft. of torque (see Figure 8) in a crisscross pattern.
Note:
- Be sure to use a pump alignment tool to avoid pump noise.
- 8×1.00x35mm Heli-Coil Kit………………5404-8
- Refills……………………………..R4255-8
This Heli-Coil kit usually is available at stores selling machine-shop supplies.
Beginning in the 2000 model year, as a running change, DaimlerChrysler introduced a new-design final-drive cross-shaft retainer and eliminated the retaining pin. The new-design retainers are held in place by two of the ring-gear retaining bolts (see Figure 9).
Eliminates the possibility of the cross shaft coming out and breaking the case.
- (1) Final-drive housing – Retaining-pin hole eliminated (see Figure 10).
- (2) Cross shaft – Retaining-pin hole eliminated (see Figure 10).
- (3) Cross-shaft retainer – New-design cross-shaft retainer to replace the previous-design retaining pin (see Figure 10).
DaimlerChrysler has available two service packages to back-service previous design levels – one kit for the 31TH transaxle and one for the 41TE. Figure 10 illustrates the contents of these kits, and part numbers are listed below under Service Information.
The new-design retainers also are available individually from the vehicle manufacturer and are installed as shown in Figures 11 and 12.
- A604 (41TE) differential service package (new design) . . . . . . . .4798858AB
- A670 (31TH) differential service package (new design) . . . . . . . .4798859AB
- A604 (41TE) cross-shaft retaining brackets (new design) . . . . . . .4800058AA
- A670 (31TH) cross-shaft retaining brackets (new design) . . . . . . .4800059AA
November 2002 Issue
Volume 19, No. 11
- Ford 4R100: New-Design Sun Shell
- Ford AXODE (AX4S), AX4N (4F50N): Redesigned Pump Bearing
- Ford A4LD, 4R55E, 5R55E, 5R55N, 5R55W: Repairing Stripped Threads in Pump-Bolt Holes
- Chrysler A670 (31TH), A604 (41TE): New-Design Final-Drive Cross-Shaft Retainers