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.
The last thing I want to do is put you to sleep with an article on performing electrical tests and Ohm’s Law. What I want to show here is something that I think is really exciting: load-testing solenoid circuits with an ammeter! Using an ammeter and a calculator can save time, LOTS OF TIME. How would you like to check the power distribution, ignition switch, external and internal wiring, solenoids, computer and computer grounds without putting the vehicle on a lift or even raising the hood?
When you unscrew the cooler-line fitting you notice that oil comes pouring freely. You now remove the cooler-line fitting, and lo and behold, there’s no #$^&*! checkball in the fitting.
In 2002 Ford introduced a new four-door model of the venerable Explorer and its sister, the Mercury Mountaineer. The manual-transmission option for the new four-door model is a five-speed fully synchronized unit designated the M5R4 or M5OD-R4. The M5R1 transmission we all know and love has been replaced by a radical new design built by Mazda. This unit bears no resemblance to the M5R1.
Often, DTCs related to the solenoid switch valve (SSV) in any 41TE or 42LE transmission are misinterpreted as a problematic solenoid body (SB). This may be attributed to the use of the word “solenoid” in the code definition. Code 37 is the solenoid switch valve stuck in the TCC position, and 47 is the solenoid switch valve stuck in the L/R position. Either of these will place the transmission in “limp mode.” The solenoid switch valve is not in the solenoid body but in the valve body (see Figure 1).