What Makes Transmission Shift Into Drive Very Hard and Then Shift Smooth Through Other Gears

The objective of this chapter is to bear witness y'all how to improve the AOD's durability and operation with the best parts and improved shift programming. Because the AOD'southward geartrain is based on the FMX, FX, and MX transmissions, information technology has proven to be reliable, with generations of refinement leading upwards to what is at present a very rugged transmission.

This Tech Tip is From the Full Book, FORD AOD TRANSMISSIONS: REBUILDING AND MODIFYING THE AOD, AODE AND 4R70W. For a comprehensive guide on this unabridged bailiwick you can visit this link:

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You can build a durable AOD using upgraded Ford parts from the late 1980s, or y'all can stride up to AODE/4R70W geartrain components that aid ameliorate both operation and durability, especially the AOD'due south weakest link, the reverse drum and overdrive ring. There are enough of AODE/4R70W donor cores out there and a wealth of new aftermarket parts engineered to brand your AOD world grade.

The AOD'due south driver's side reveals the manual shift lever, which is pointed downwards at 7 o'clock here. When the manual shift lever is pointed downwards, information technology is designed for a panel shifter. When information technology is pointed upward, it is for a column shift. The dogleg lever is for the Tv cablevision.

The AOD is covered separately from the AODE in this book because information technology really is a dissimilar transmission, although the basic fundamentals are the same. If you're edifice the AOD for functioning employ, y'all want AODE/4R70W geartrain components. If yous're building an AOD for your daily commute, you can go with original geartrain components and go the desired immovability. The choice boils down to how you lot want the transmission to perform. If you want improved dispatch, you desire the 4R70W's geartrain with its wide-ratio 1-2-3-4 upshift.

Operation and Power Flow

AOD operation begins with a half dozen-position shifter marked P-R-North-D(OD)-D-1. These ranges are park, reverse, neutral, bulldoze/overdrive, drive (without overdrive), and first. Beginning in 1991, the AOD couldn't exist placed in gear without a foot on the brake pedal.

When the selector is placed in bulldoze/overdrive, a normal i-2-iii-4 upshift blueprint occurs, with overdrive/lockup taking place at around twoscore mph. The drive/overdrive position is a fully automated operation. Sideslip the selector into "D" and y'all get 1-2-3 upshifts without overdrive or fourth gear. Start out in "1" and y'all become a i-2 upshift, only no higher.

Equally acceleration begins from a stop, fluid under pressure flows through the torque converter in the conventional mode via impeller, stator, and turbine. Someday the converter is multiplying torque, which happens under all dispatch, however light, fluid temperature increases because there is an increment in pressure and resistance to fluid flow. Equally fluid temperature increases, viscosity changes and shift quality/function changes.

Fluid nether pressure flows kickoff through the outer hollow input shaft during torque multiplication (dispatch and light throttle) and into the geartrain in ranges 1-2-three and reverse. In overdrive, pressure is channeled from the torque converter beat out direct to the overdrive unit via the solid inner shaft, bypassing the torque converter part completely. It feels like a transmission transmission in overdrive because at that place is no slippage or torque multiplication. This process is referred to as "divide torque" because fluid flows via torque multiplication (on the torque converter) under dispatch into the geartrain through the smaller input shaft and straight drive when the transmission is in overdrive.

Brian Fortune of Tom'due south Transmissions sets up a customer'southward AOD, which has already been modified with performance improvements. It is being freshened upwards with new clutch friction discs, steel plates, and seals, along with AODE/4R70W components from TCI Automotive. Brian makes sure he has make clean parts and plenty of transmission assembly lube and fluid on hand before starting.

The Ford AOD is dissimilar from most automated overdrive transmissions because it does not have a locking torque converter. Instead, it has a locking overdrive unit driven by the smaller secondary input shaft within the main input shaft. The AOD also differs in that overdrive isn't an afterthought; it's incorporated into the existing geartrain rather than beingness a bolt-on. It is a true 4-speed automatic overdrive manual.

In "D/OD," which is fully automated, the AOD performs a 1-2-3-iv upshift as vehicle speed increases. At twoscore mph, the AOD is designed to shift into overdrive lockup on the smaller input shaft into the straight clutch. There are two types of throttle valve command systems used with the AOD. The 3.8L Essex V-half dozen and 5.8L (351-ci) Windsor 5-viii utilize a command-rod throttle valve modulation arrangement without a vacuum modulator. The 5.0L (302-ci) V-viii engine uses a TV cablevision system.

The throttle valve shift modulation organisation does what the vacuum modulator and throttle kickdown linkage did with the C4, C6, and FMX transmissions. The throttle valve system controls line force per unit area and shift-points based on throttle position only.

Internal Components Installation

Step 1: Audit Kit Parts

A complete AOD overhaul kit from TCI Automotive includes fresh clutch frictions and steel plates, along with gaskets, seals, and a new filter. These items, coupled with AODE/4R70W difficult parts such equally bearings, bushings, and thrust washers from TCI, brand the AOD ready for existent power.

Step 2: Install New Bushings and Seals

Install a new bushing and seal in the tailshaft housing. Remember, some seals comprise a lip bound. Pack wheel bearing grease around the leap to keep it in place during installation.

Pace 3: Install Front Pump Seal

Assemble the forepart pump with a new seal and bushing. The seal should be packed with assembly lube to prevent lip spring loss. The bushing should as well receive generous amounts of associates lube.

Step iv: Make full Pump Cavity with Transmission Fluid

For a skillful pump prime and plenty of lube, fill the AOD's front pump cavity with transmission fluid. When y'all fill the pump cavity with solid associates lube or manual fluid, yous get enough of lubrication and line pressure with the initial start-up.

Pace v: Orient Pump Gears

The front pump is a gear type, which provides a steady, uninterrupted menstruum of fluid under pressure. There are two gears: the drive gear (inner) and the driven gear (outer). The inner bulldoze gear must be installed with the open side toward the torque converter. Get this backward and the torque converter does not seat/engage into the pump. The chamfered sides of both gears face into the pump housing.

Step 6: Install Front end Pump (Torque Fasteners)

The back half of the pump housing is mated to the stator back up half. Torque the bolts to 12 to 16 ft-lbs. The transmission side of the pump fits just one way.

Step vii: Assemble Intermediate Clutch Cylinder

The intermediate clutch piston fits into the pump housing, which doubles every bit a clutch pack for all those clutches in forepart. Proper clutch piston seal installation is crucial. Some seals have lips that must exist angled where they seal against the piston and bore from the force per unit area side. Go this backward and information technology cannot seal.

Stride eight: Install Intermediate Clutch Piston

Perform the intermediate clutch piston installation with great care to protect the inner and outer seals. Use a seal lip manipulation tool with a close heart on the seal condition. Seal distortion or tearing is unacceptable.

Stride 9: Install Forepart Pump Seal

Use enough of transmission assembly lube to install the pump perimeter seal. Transmission assembly lube is compatible with transmission fluid. Always use an assembly lubricant that works with transmission fluid.

Step ten: Install Pump Sealing Rings

Carefully install the fe pump seal rings. They are very specific in function and location. The reverse clutch sealing rings are closest to the pump's main cavity. The forward clutch sealing rings are virtually the end of the clutch support. These rings all incorporate line pressure much like an engine piston ring contains cylinder pressures. The ends are gapless, which means they interlock.

Step 11: Install Forwards Clutch Piston Seals

Install the forward clutch piston inner and outer seals with liberal lubrication to preclude seal damage and baloney. The seal lip must be pointed toward the pressure source, away from the clutches to exist constructive. Get this astern and the seals do not concord force per unit area.

Pace 12: Install Forward Clutch Piston (Special Tool)

Use the seal protection tool to install the clutch piston so the seals glide in smoothly. This tool helps prevent seal harm. Other types of installation tools are available. The fundamental to success is watching the clutch seals carefully as you lot get.

Step 13: Install Forward Clutch Piston Return Springs

Use a C-clip retainer with the clutch piston return spring. This is an AODE/ 4R70W forward clutch pulsate, which is stamped steel instead of iron, and it has a single return leap.

Step 14: Load Forward Clutch Frictions and Steels

It'southward time to load the frontwards clutch with steels and frictions. Begin with the wavy plate at the clutch piston, then load clutch discs and plates alternately.

Step fifteen: Install Forward Clutch Steels and Frictions

Install the clutch discs and plates alternately until y'all make it at the clutch pressure plate. Soak the clutch discs in transmission fluid before installation as fluid affects clutch thickness and clearances.

Stride 16: Check Forward Clutch Clearances

Load the pressure plate afterward all frictions and steels are in. Clearances should be .050 to .089 inch for 5-8s and .040 to .071 inch for 5-6s betwixt the pressure plate and the offset disc.

Footstep 17: Cull Snap-Ring Thicknesses

Snap rings of dissimilar thicknesses are available from transmission supply houses if clearances are not within specifications. Snap rings are of different thicknesses to yield desired clearances.

Faults and Fixes

The AOD wasn't always as durable as it was near the cease of production in the early on 1990s. In the beginning, the AOD was prone to failure and didn't tolerate the ability of high-operation engines. Past 1989, the AOD was on top of its game as a rugged, reliable overdrive cheers to technology upgrades that fabricated it more dependable. The AOD's weaknesses are every bit follows:

The direct clutch didn't have a sufficient number of clutches and steel plates to handle the amount of ability Ford put into information technology with the 5.0L high-output engines that first arrived in the early on 1980s.
The overdrive band and reverse drum weren't wide enough to handle the load because there wasn't enough expanse. Both became wider on later models to ameliorate handle the load.
The AOD had insufficient line pressure to both the straight clutch and overdrive band during hard acceleration. Although it appears to be an engineered failure,
it was Ford'south intent to reduce pump load and ameliorate fuel economic system. Unfortunately, this turn of events occurred at the 2-3 upshift, which acquired clutch and ring slippage, forth with destructive heat.
Irregular line force per unit area was hard on both the straight and forward clutches. Line pressure level was low when information technology needed to be loftier and vice versa, causing jerky operation. Much of this was based on efforts to improve emissions and fuel economy. You want high line pressure level (control force per unit area) at WOT for business firm upshifts and low line pressure during deceleration and then you lot don't experience the downshifts with decreasing vehicle speed.
Split up-torque part causes a lot of frustration and durability bug. Although information technology'due south impossible to exercise away with the carve up-torque function, it tin be improved with modifications to the valve body.
The AOD was originally developed for light-duty applications, not high-functioning V-viii engines. As a result, AODs in Mustang and LTD High Output applications struggled to stay together. Equally fourth dimension went on, Ford engineered refinements to the AOD to improve durability.

AOD Clutch Pack Installation

Step 1: Assemble Straight Clutch

Install the directly clutch piston seals. As with the forward clutch, some seal lips are ane-direction fit just. Pay very close attention. The seal lips point toward the pressure side. (The blue grease here is manual assembly lube.)

Step 2: Get together Direct Clutch Assembly

This is an AOD directly clutch iron casting with a clutch piston. The AODE/4R70W direct clutch drum is stamped steel, which reduces transmission weight and provides strength.

Step 3: Install Direct Clutch Piston

Press the straight clutch piston into place using seal protectors to safeguard the piston seals. Seal protectors are bachelor from nigh automatic transmission parts supply houses.

Step 4: Install Direct Clutch Piston Return Spring

Utilize a compressor to install the direct clutch piston return spring assembly. At home, y'all can use four C-clamps from a hardware store. Protect your optics and confront.

Footstep five: Check Clutch Steel Thicknesses (Precision Measurement)

Clutch plates can be of varying thicknesses. They wear at different rates, which is why thickness can vary. Also, clutch plates don't always come from the aforementioned sources, which affects thickness. Each steel plate should be measured with calipers prior to installation. Do the same with clutch discs after you saturate them in fluid.

Step half-dozen: Install Directly Clutch Thrust Begetting

The direct clutch needs a thrust bearing if you lot're going with an original AOD geartrain. AOD transmissions with an AODE/4R70W geartrain upgrade have Torrington bearings instead of thrusts.

Footstep 7: Install Direct Clutch Hub

The direct clutch needs this clutch hub, which splines into the clutch frictions. Exam-ine the teeth for scoring and other types of damage. Make sure the clutch teeth slide smoothly in this hub.

Step viii: Install Direct Clutch Steels and Frictions

The direct clutch discs and plates drop in alternately. Clearances are .040 to .057 inch for Five-6s and .050 to .067 inch for V-8s. Measure the clearances between the pressure level plate and the first disc.

You can improve clutch pack durability with a combination of larger-capacity direct and forward clutches by either performing modifications to your existing clutch drums, or past opting for the aftermarket. A trusted machine shop can cut a new groove for the snap ring that allows yous to add together clutch friction and steel plates.

Another solution is the E8LY-7F283-A direct clutch drum commencement used in the AOD in 1988, which accommodates 1 addi tional clutch disc and plate, for a full of six clutches. In that location is also a vast pick in the operation manual aftermarket for Ford'due south AOD, where you tin can stuff seven and eight clutches into the straight clutch.

AODE/4R70W Clutch Pack Installation

Step 1: Install Direct Clutch

The AODE/4R70W directly clutch assembles the aforementioned manner as the AOD. The clutch piston goes in first, with seal lips pointed toward the clutch cylinder and away from the clutches and plates.

Pace 2: Employ Bound Compressor or C-Clamp (Precision Measurement)

You can utilise a leap compressor to compress the clutch piston return spring (shown). You may likewise use C-clamps. A C-clip holds the springs and clutch piston in place.

Step three: Install Thrust Begetting

The Torrington bearing is also known equally the number-7 needle bearing. It has a support ring, and must be installed first.

Footstep 4: Inspect and Install Straight Clutch Hub

The direct clutch hub sits in the center of the directly clutch pulsate. The clutch hub should be checked for irregularities that may hinder clutch friction move.

Footstep 5: Install Directly Clutch Discs and Plates

Driblet the direct clutch discs and plates into the clutch cylinder. Install the snap ring and check clearances. Clearances with the AODE/4R70W direct clutch should be .060 to .091 inch between discs and plates.

Step 6: Apply Assembly Lube

Install the direct clutch Torrington begetting and utilize liberal amounts of assembly lube. The direct clutch seats in the band gear/output shaft assembly.

Building a Amend AOD

While you're thinking most operation upgrades, don't forget bones improvements such as bushings, thrusts, and bearings. Hard parts are rugged and can typically survive several overhauls. However, transmissions that have been sorely neglected tin can wind up with hard parts that are little more than recyclable metallic due to dirty fluid and extreme wear. Reusing worn difficult parts can lead to premature transmission failure considering the same problem will persist.

Hard parts such as the planet carrier should be closely inspected for unusual vesture. Planet gears should feel solid with no wobble, indicating acceptable inside gear and bushing wear. They should as well bear witness wear and not have a mirror finish, which is typically excessive wearable. Planet and sunday gears need to fit one another with not bad precision or they wear out prematurely.

When clutch drums are disassembled, they should be closely inspected for burred and ragged clutch plate grooves that tin can hang up clutch discs and steel plates, causing a malfunction. Seal contact surfaces should be true and costless from scoring. Rough surfaces should be dressed until smooth and serviceable. Examine clutch pistons for scoring and irregularities that can damage seals.

Output Shaft and Directly Clutch Assembly

Step i: Install Output Shaft Sealing Rings

Install the number-5 and number-6 output shaft sealing rings. Color and type are important for proper installation and leakage prevention. Beige sealing rings (shown) are for the output shaft and directly clutch.

Install the number-7 through number-ten output shaft sealing rings. The ring gear has already been fitted.

Step ii: Install Direct Clutch Assembly

The straight clutch slips within the ring gear onto the output shaft where those beige sealing rings are. Make sure you lot have lubed everything for shine assembly and function.

The direct clutch has to be twisted and finessed into the ring gear and onto the output shaft. Again, everything must have generous amounts of lubrication.

Assembling clutch packs and other subassemblies requires the detail of neurosurgery considering information technology is and so easy to make a fault when installing seals, snap rings, and clutches. Considering seals tear and distort easily, they need genzerous amounts of lubrication.

Some seals are designed to install in one direction simply. If you're working with a clutch piston seal with a lip, the lip must be pointed toward the force per unit area source or inside the clutch cylinder. With the lip pointed toward the pressure level source, you get a fail-safe installation because pressure holds the seal lip confronting the sealing surface. Installing a directional clutch piston seal backward means leakage and the absence of clutch function from pressure loss.

Regardless of the type of clutch piston seal you lot are working with, in that location must exist solid contact between the seal, piston, and cylinder.

The intermediate clutches stacked in front of the case can be upgraded by using some of the AODE/4R70W intermediate clutches, which adds clutch capacity. Yous should use the F3LY-7B006-A clutch plate in identify of the stock AOD intermediate clutch plate. This plate provides room for more intermediate clutch frictions.

Another modification is enlarging the frontwards clutch utilise orifice in the valve body's separator plate, which improves the quality of the four-three downwardly-shift. You lot tin make dramatic improvements with genuine off-the-shelf Ford parts. To become durability from the AOD, you have to become to AODE/4R70W inter-nals, which means the entire geartrain from forward clutch to ring gear and output shaft. All of these components are available from Ford parts sources or the aftermarket.

The single greatest improvement you lot tin can make is the AODE/4R70W reverse clutch pulsate and overdrive band. The AOD's eleven⁄ii-inch-wide over-drive ring doesn't exhibit enough holding power. The AODE/4R70W's wider two-inch band and pulsate makes a huge difference in durability. You should also use a Kevlar-faced 2-inch overdrive ring for extreme-duty service.

Contrary, Intermediate and Forward Clutch Assembly

Step 1: Install Reverse Clutch Employ Piston

Pay close attending to the seal lip direction when y'all install the opposite clutch piston. The seal lip must be pointed toward the pressure source (toward the cylinder). The seals and piston should have generous lubrication to prevent scoring or baloney. Don't forget the retaining ring.

Step two: Install Belleville Spring

The Belleville spring is a clutch piston return spring. Belleville springs tend to separate and break, which calls for close attention to detail during disassembly and assembly.

Stride three: Install Apply Plate (Precision Measurement)

Before you install the clutches and plates, install the opposite clutch apply plate. Inspect the force per unit area plate for scoring and warping.

Stride 4: Install Contrary Clutch Frictions and Steels

Alternate reverse clutch frictions with steel plates. Although clutch frictions aren't wet here, they should be soaked prior to installation to go the proper operating thicknesses so the clearances are correct. Not all transmission techs agree with this; however, there's nothing to exist lost by soaking them alee of time. Information technology is too a good idea to soak clutch friction discs alee of time for accurate measurement.

Step 5: Install Reverse Clutch Pressure Plate

Install the pressure plate and snap ring last. Check the clutch clearances; they should exist .030 to .056 inch for 5.0L V-8s and 3.8L V-6s, or .040 to .075 inch for five.8L (351-ci) V-8s. Snap rings of varying thicknesses are available to get the clearances right.

Pace half-dozen: Install Intermediate Clutch Snap Ring

Secure the intermediate i-manner clutch snap ring. Bank check the one-mode clutch for smooth, noise-free operation. It should turn freely in one direction and lock up in the other.

Step 7: Install Forward Clutch and Thrust Begetting

Audit the clutch grooves and install the forrard clutch and thrust bearing. Mate the contrary clutch to the forward clutch and input shaft.

Step 8: Assemble Reverse and Forwards Clutches

Stack the reverse clutch drum on height of the forward clutch and input shaft. Seat the contrary clutch drum and bank check the ane-mode clutch for liberty of operation.

If your budget allows (this is a very important upgrade), invest in the larger "A" overdrive ring servo for solid engagement without slip-folio and heat. Yous should use the 4340 chromemoly input shaft for the AOD, which is available from a number of sources and withstands 700 to 800 hp. One-piece input shafts that combine the inner and outer input shafts bypass the overdrive lockup feature entirely if efficiency isn't important and operation is everything. Information technology keeps y'all on the torque converter in torque multiplication manner for crisp acceleration.

Options are available for the AOD performance enthusiast. Len-Tech builds some of the strongest racing automatics in the earth, specializing in the AOD, AODE, and 4R70W. One of the AOD's greatest shortcomings is dual-input shafts (a shaft inside a shaft) in a split-torque function. LenTech addresses this issue with a non-locking overdrive, which means the engine stays on the torque multiplication side of the converter for better acceleration even in third gear. You don't go the efficiency of a direct lockup; withal, you practice get improved performance.

Case Components Assembly

Stride 1: Begin Case Assembly

Install the number-9 Torrington bearing (needle begetting) assembly. Pack the bearing with plenty of transmission associates lube. All thrust washers and bearings should be new in the interest of immovability.

Stride 2: Replace Transmission and Throttle Valve Shaft Seals

While the case is bare, replace the transmission and throttle valve shaft seals and check the shafts for scoring and distortion. Have care to avert seal baloney and utilise plenty of lube.

Step iii: Lubricate Transmission Shift and Throttle Valve Shafts

The manual shift (left) and throttle valve shaft (right) should be lubricated with transmission assembly lube, so mated and installed in the example.

Step 4: Install Manual Shift and Throttle Valve Shafts

Install the manual and throttle valve shafts with new seals. Position the throttle valve return spring as shown. This is a very tight configuration for an open up-finish wrench.

Step 5: Inspect Parking Pawl

Here's the parking pawl actuating rod and cam out of park with the pawl disengaged. The rod and cam should be lubricated with assembly lube.

Step 6: Inspect Parking Pawl CONTINUED

This the parking pawl actuating rod and cam in park with the parking pawl engaged. The cam pushes the parking pawl into the rear gear, locking the output shaft.

From inside the case, y'all can see that the parking pawl engages the band gear associates, locking the output shaft. The parking pawl locks into the band gear when the selector is placed in park.

LenTech goes beyond the torque converter and geartrain in its quest for performance; it also looks at hydraulics. The mill settings adversely affect performance because upshift tends to occur also early. AOD racers have long known you tin upshift from get-go to third gear and so downshift speedily to first gear before upshifting into third. The manual stays in 2d until it is necessary to shift into third.

The trouble with this arroyo is precious lost fourth dimension and undue stress on the overdrive ring and drum. LenTech modifies the AOD valve torso, which allows y'all to upshift normally, one-2-3-four. LenTech also performs a solenoid overdrive control modification, which allows manual command.

Internal Final Assembly

Step one: Install Output Shaft and Ring Gear

You install the output shaft, ring gear, and direct clutch assembly equally a unit. You can see the directly clutch, which receives the smaller input shaft during last assembly.

Pace two: Install Low-Reverse Band

Position the low-contrary ring in the case around the ring gear assembly and locate it on the anchor pins. Brand certain it is positioned where the servo actuating rod meets the ring. As with clutch discs, the low-contrary band should exist lubricated with transmission fluid for installation.

Pace 3: Inspect Output Shaft Assembly

With the output shaft, ring gear assembly, direct clutch, and depression-contrary band in place, it becomes articulate how these components fit together in the case. The servo has not nonetheless been installed.

Footstep iv: Install Planet Carrier 1-Way Clutch

The one-way clutch fits into the planet carrier. The carrier and i-style clutch should be lubed with transmission associates lube and checked for proper functioning. Check the one-mode clutch rollers and cage for integrity. The one-mode clutch should exist replaced in the interest of durability.

Step five: Fit Steel Heart Back up

Seat the stamped-steel center back up in the planet carrier and check for smooth operation confronting the ane-way clutch. It should turn one way but not the other and practise then smoothly.

Step 6: Install Heart Back up

Install the center support and planet carrier. Seat them into the ring gear and direct clutch. The directly clutch tin can be seen here, in the centre below the planet gears.

Step vii: Seat Direct Clutch

The planet carrier can be seated into the ring gear and direct clutch with a niggling twisting of the small input shaft, which is splined into the direct clutch.

Step eight: Install Spring Tabs

The anti-clunk spring tabs must face outward to do their task properly. These springs stabilize the center support and foreclose "clunking."

Pace 9: Secure Center Support

Secure the eye back up with a large snap ring, which has been installed. Betwixt the snap ring and anti-clunk springs, the center back up should exist secure.

Intermediate Internal Assembly

Pace 1: Install Sun Gear and Thrust Bearings

Fit the sun gear into the planet gears, which can be tricky. With the sun gear comes the number-v thrust begetting, which is located on the lord's day gear head. The number-five thrust bearing goes between the sun gear and bulldoze shell (which you install adjacent). Coat the gear teeth and begetting with assembly lube and work the lord's day gear back and forth. This should seat the sun gear firmly.

Step 2: Install Drive Beat out

The drive shell fits into the planet carrier right afterwards the sunday gear and rides the number-five thrust begetting.

Step 3: Install Number-iv Thrust Begetting

Within the bulldoze shell is this number-4 thrust bearing, which buffers against the reverse clutch and one-way clutch assembly. Generous lubrication is best with each of these assemblies.

Stride 4: Fit Frontwards Clutch Hub into Bulldoze Beat out

This is the forward clutch hub, which is seated in the drive shell. Information technology receives the number-three thrust bearing (shown). The opposite and forward clutches ride against this bearing. The contrary clutch frictions spline into this hub.

Step 5: Install Reverse and Forwards Clutches

Spline the reverse and forward clutch assemblies into the drive shell and clutch hub. Y'all volition likely have to rock these assemblies dorsum and along to get them to seat. This is the way your AOD should await one time you seat the reverse clutch.

Step 6: Install Overdrive Ring

The overdrive ring installs wet with transmission fluid and seats against the anchor pin. The servo places pressure against this band, locking the reverse clutch. Some people incorrectly call this the overdrive pulsate. It is the opposite clutch, which houses the reverse clutches and splines into the forrard clutch and input shaft.

Intermediate Clutch Installation

Step 1: Install Intermediate Clutches

Place the intermediate clutch discs and steel plates in the instance. These clutches lock the reverse clutch drum. They should likewise exist soaked in transmission fluid prior to installation.

Alternately lay the clutches and plates until the last steel. You cheque the intermediate clutch clearances differently from the rest, with a depth micrometer instead of a thickness gauge (a depth micrometer can be found at most any tool supply business firm). The clutch stack depth from the leading edge of the instance (where the pump seats) to the first steel should be i.634 to one.636 inches for all V-8s and one.629 to 1.640 inches for all Five-6s. Check this depth in two locations 180 degrees apart. Clutch steels are bachelor in 4 thicknesses.

Pace 2: Cheque Intermediate Clutch Depth (Precision Measurement)

When you go to the last intermediate steel plate, cheque clearances with a depth micrometer. Position the depth micrometer at the pump to the manual face up and take the measurement from there to the clutch plate.

Front Pump Associates Installation

Step1: Install Front Pump Thrust Washer

The nylon thrust washer sets upward clearance between the pump and reverse clutch assembly. Clearance should exist .030 to 056 inch for V-6s and .040 to .075 inch for Five-8s.

Step two: Install Pump Gasket

Lay a thin film of transmission assembly lube on the pump gasket and manual mating surface. Make sure all passages are properly lined up. Aslo check the pump passages for proper alignment.

Step3: Install Front Pump

Carefully position the front pump and dear-tap it into place with a mallet. Confirm the bolt-pigsty alignment by hand-threading bolts and carefully run the bolts down. Torque bolts in a crisscross pattern to 16 to 20 ft-lbs.

Step 4: Install Secondary Input Shaft

Insert the secondary input shaft and splined into the direct clutch, which cannot be seen, simply is felt when the shaft is seated. The secondary input shaft joins the geartrain when yous are in overdrive/lockup.

Servo Upgrades

AOD mill evolution includes larger servos to increase durability. Early on, the AOD was fitted with the "C" overdrive servo, which is the smallest. Outset in 1985, Ford enlarged the overdrive servo (known as the "B" servo), which increased apply force by thirty percent, according to Ford. The "B" servo includes the piston (PN E0AZ-7F200-B) and the encompass (PN E0AZ-7D027-D). The best overdrive servo, which is existence used in this application, is the "A" servo with the piston (PN E9SZ-7F200-A) and the cover (PN E9SZ-7D027-A). The "A" overdrive piston increases ring holding ability past nearly 50 per centum and without any manual modifications.

Band and Servo Installation

Step 1: Align Bands for Servos

Manipulate the geartrain and bands so the servos and band actuating rods line up. The bands should be seated against the anchor pins at this signal.

Step 2: Install Depression-Contrary Servo

Install the low-reverse servo, ensuring the piston and bore are liberally lubricated with transmission assembly lube. Make certain the actuating rod is firmly seated in the band.

Step 3: Install Low-Reverse Servo Cover

Use a snap ring to install the low-contrary servo cover. Apply pressure level on the cover and seat the snap ring. Because snap rings can pop out, make sure it is firmly seated.

Step 4: Install Overdrive Band Servo

Give the overdrive band servo cover and its seals plenty of lubrication. Brand certain the seals are costless of distortion and sit down squarely in the grooves. It is generally a good idea to wash the seals before lubricating them.

Stride 5: Install Overdrive Servo Piston

Lube the overdrive band servo piston before installation. Again, pay close attention to seal integrity. Any distortion will cause servo malfunction.

Step 6: Install Servo Piston Return Spring

This is the 1989 level E9SP "A" overdrive servo, which offers the broadest surface surface area and greatest holding power.

Footstep 7: Install Overdrive Piston and Embrace

Note the generous lubrication used here. Y'all tin never accept too much. Pay very close attention to the seals as you printing the piston into the bore. They're easily distorted and damaged.

Step 8: Seat Servo and Embrace

Seat the piston and cover gingerly with a hammer handle and snap band installed. Make certain the servo actuating rod is seated in the overdrive ring.

Step ix: Lucifer Piston Rod and Band

This is what proper actuating rod and band installation looks like. The rod should be seated in the band as shown.

Control Improvements

The throttle valve does the work of two components: the vacuum modulator and the kickdown linkage. The vacuum modulator in earlier Ford automatics regulates control pressure based on load and throttle position.

The throttle valve'southward function is quite unproblematic. Based on throttle position and cable/rod tension, the throttle valve handles control pressure to all servos and clutches. When you go to wide-open up throttle (WOT), you lot want high-control pressure level for a firm upshift. The firm upshift comes from solid clutch and band engagement.

Past the same token, depression cable/rod tension softens the upshift considering line pressure is lower and slippage is more than apparent. What you want from the Tv set cablevision or rod aligning is a later, firmer upshift without being too firm. Ford strongly suggests using a line pressure guess for Boob tube cable or rod adjustment. This is an adjustment that must be precise or it can cause serious transmission damage.

AOD applications fitted with central fuel injection or a carburetor utilise a throttle valve rod instead of a cable, which calls for a different type of adjustment on a spring-loaded command rod and pivot at the manual. At that place'due south as well an aligning at the throttle trunk or carburetor. In applications with TV cables, adjustment is at i location at the throttle torso. Cablevision tension is controlled at the throttle body (see Chapter 9).

Regardless of whether you have a TV cable or rod, adjustment boils down to how and when the transmission shifts during normal driving and WOT. During normal acceleration, you desire a firm (simply non hard) shift. At WOT you want a hard upshift when the engine reaches its torque peak for best results. During deceleration, downshifting automatically is normal and you should never feel it. If you lot tin, control pressure is also high. Line pressure should

Aftermarket service and valve body kits for the AOD contribute to improved shift quality and transmission life. These kits are available separately and they're also included in overhaul kits. TCI Automotive transmission overhaul kits, for case, include just near everything y'all demand to rebuild an AOD, including all soft parts such as gaskets and seals, friction discs and steel clutches, low-reverse and overdrive bands, filter, and servo pistons. And when you lot build, y'all want to choose a torque converter from 1 of many manufacturers such as B&K, LenTech, TCI Automotive, TransGo, Bowler, and others, based on how you intend to use your AOD.

Accumulator and Valve Body Installation

Stride 1: Install two-3 Accumulator Piston

Lube the two-iii shift accumulator piston and seat information technology in the bore. This installation varies from generation to generation as in that location were run ning product changes. The ii-3 shift accumulator was finally perfected by the 1989 model year and is bachelor from a variety of manual parts suppliers.

Footstep 2: Install Accumulator Return Spring

Adjacent, install the 2-3 shift accumulator return springs. Some applications accept two springs; others have one. The best example to go past is the manual y'all accept and the model year unit you lot're working with.

Step iii: Lay Downwardly Valve Body Gasket

Identify the valve body gasket. Make certain all surfaces are hospital make clean. Even the smallest speck of grit can cause leakage and pressure loss. Yous can use a thin film of transmission associates lube for gasket security.

Step 4: Install Valve Trunk

This valve body has been rebuilt and fitted with a TCI Automotive shift kit for house shifts and less wear and tear. Valve body installation mandates the utmost care with proper commodities placement.

Step 5: Bank check Manual and Throttle Valve Alignment

The manual and throttle valves should exist checked for proper performance. The manual valve has detents to keep it in the selected gear range. The throttle valve is linear and jump loaded. Brand certain both valves operate smoothly without sticking.

Do an performance bank check of these valves using compressed air.

Step 6: Torque Valve Body Bolts

Torque the valve body bolts to 80 to 100 in-lbs beginning with calorie-free hand tightening to seat the valve torso, then torquing in one-3rd increments.

Governor Installation

Step 1: Air Check Servos and Clutches

Bank check the servos and clutches with air via the output shaft's governor passages. When air is applied, listen for servo and clutch piston movement.

Pace 2: Rebuild Governor

Disassemble, make clean, and inspect the governor, which is mounted on the output shaft. From left to right are the terminate plug, sleeve, spring, governor valve, governor main body, encompass with two bolts, and counterweight attachment screws. (Non shown hither is the counterweight.) A modest filtering screen should always be included. Some transmissions are missing this screen due to previous rebuilds. The screen can be cleaned or replaced. Most transmission parts supply houses have them.

Pace 3: Inspect Governor (Disquisitional Inspection)

The governor spins on the output shaft, affecting line force per unit area every bit vehicle speed changes. Milkshake the governor back and forth to ascertain valve freedom and movement.

Step iv: Install Governor Assembly

The governor slides onto the output shaft. The ball acts as a drive cardinal, much like a square cardinal in a keyway. If the ball is missing, the governor does not function properly.

Stride five: Secure Governor with Snap Ring

The snap band keeps the governor in identify on the output shaft. Brand certain the snap ring is deeply seated and secure.

Stride 6: Install Tailshaft Housing Gasket

Install the tailshaft housing gasket using a thin moving-picture show of assembly lube for adhesion and sealing. The tailshaft housing is also known as the extension housing.

Step 7: Tighten Housing Bolts

Install and secure the extension housing. The bolts should be torqued to 16 to 20 ft-lbs in a crisscross fashion.

Pace viii: Choose Pan and Gasket

The manual pan goes on next, using the best gasket available. Use a composite silicone/steel combination originally used past Ford, which seals like no other gasket.

Step ix: Install Pan

Torque the bolts to 6 to ten ft-lbs. Avoid using a cork or cork/rubber gasket because they leak.

The automotive performance transmission aftermarket enjoys a wealth of options for edifice an AOD or AODE/4R70W. Most AOD performance parts are piffling more than than off-the-shelf Ford pieces that were factory upgrades fabricated over the production life of both the AOD and AODE/4R70W transmissions. The entire AODE/4R70W geartrain can exist swapped into the AOD with great results, which takes the confusion out of improving the AOD. Dynax frictions, which have a proven runway tape are a great option for an AOD build. Every bit mentioned previously, the wider 2-inch overdrive ring and contrary clutch pulsate improve durability. The wide-ratio 4R70W gearset improves acceleration with a ii.84:1 first gear winding out to a .70 over-drive ratio. If you accept the budget, the aftermarket has your 4R70W performance parts.

Baumann Electronic Controls offers a wide diversity of performance parts and control systems for the AOD. The ReCalPro Valve Body Recalibration Kit raises full-throttle shift-points nearly 1,100 rpm. It is all most fine-tuning the pressure level control organization where you lot go both performance and durability.

Once you lot get the hydraulic command system where it needs to be for improved functioning and durability, you desire solid mechanicals to back it up. One AOD weakness is the direct clutch. It can be remedied by the Alto Straight Clutch Pack Kit, which allows you to increment the number of clutches to vii or eight. You take a choice of the AOD's cast-atomic number 26 direct clutch drum or the stamped steel, which is lighter.

The Sonnax Pressure level Regulator Boost Valve, available from a variety of aftermarket transmission performance suppliers, is some other path to performance and durability considering information technology solves pressure level regulation issues that have long plagued the AOD. This kit consists of the booster valve and a sleeve that eliminates the sticking pressure regulator boost valve problem and resulting failure.

You lot should stay with a stock Ford transmission pan because they are of the best quality. They also fit best and don't leak. Another solution is a Ford Bronco AOD pan, which is deeper and has greater capacity. If yous desire more than fluid capacity and improve cooling, go with a finned cast-aluminum pan. This type gets rid of heat all-time, thank you to its cooling fins and the heat transfer advantages of cast aluminum.

Keep a close eye on casting porosity with cast aluminum, which can cause leakage. Casting porosity is a fundamental weakness in aluminum and iron castings where excessive amounts of air get into the molten mixture before information technology cools and cures. The casting becomes more similar a sponge, allowing fluid to leak through the casting and onto your garage floor. Yous can coat the inside of the cast pan with GE Glyptal, which is an fantabulous sealer. The fundamental to success with Glyptal is good paint adhesion, which means you must have a clean surface before awarding. If the pan already had transmission fluid in information technology, practise not utilise Glyptal.

As you assemble your AOD transmission, be aware of torque specifications and follow them to the letter. Wrong torque tin practice permanent damage, particularly to lightweight aluminum castings that depend on precise tension and bolt stretch. When yous are assembling clutch packs, bank check clutch plate clearances and follow specifications to the letter. During final assembly, e'er bank check endplay.

Written by George Reid and Posted with Permission of CarTechBooks

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