4R100 Banner Rebuild Kit, new and ready to install. Fits the 4R100. Ships fast from the USA.
A 4R100 that slips when it is hot, hangs in third, drops fourth gear on the highway or weeps fluid from the bellhousing is telling you the clutches and seals inside have reached the end. This new 4R100 banner rebuild kit is aimed at owners and shops rebuilding the 1998-and-later Ford heavy-duty four-speed found behind the 7.3L Power Stroke, the 5.4L and the 6.8L V10 in Super Duty pickups, the Excursion, E-Series vans and F-53 motorhome chassis.
The 4R100 is the 1998 update of the E4OD. It keeps the same layout: an overdrive section up front with the overdrive and coast clutches, then the forward, direct, intermediate and reverse clutches and bands in the main case, all fed by a gear pump and controlled by a solenoid pack on the valve body. Each clutch piston relies on lip seals or molded seals to hold apply pressure, and every gasket between the pump, case, valve body and extension housing keeps oil in the right circuit. A banner kit bundles the full overhaul gasket and seal set with new friction plates and a filter. That covers the parts that are worn out in almost every high-mileage 4R100, while leaving steels, bushings, drums and planetaries to be bought only when they fail inspection.
Plenty of 4R100s get rebuilt for problems that live in the electrical system. A failing pressure control solenoid or a bad PCM driver can set P1747, flash the overdrive light and make the truck feel gutless, and that is not fixed by new frictions. A corroded case connector does the same kind of damage to shift quality. Scan for codes, check fluid level and condition hot, and run a line pressure test before teardown. Our EPC solenoid symptoms guide covers the electrical side, and the E4OD and 4R100 common problems article lists the failures shops see most. If the pan holds clutch material and the fluid is burnt, the internals are done and a soft-parts kit is the starting point.
This listing is titled for the 4R100 without a year range, so treat it as a 1998-and-later kit and match it to your unit before ordering. Ford ran PWM and on-off converter clutch versions of the 4R100, and pump and solenoid block details differ between them, so the gaskets in that area must match what came out of your case. Lay the old gaskets over the new ones before you begin, or send us your year and VIN and we will confirm the kit. A 1989-1997 truck carries the earlier E4OD, which has its own E4OD banner kit. Every part we carry for this family is on the E4OD and 4R100 collection page, and our 4R100 vs E4OD comparison explains how to tell the two apart.
For the full list of weak points worth updating while the case is open, read our E4OD and 4R100 rebuild wear points guide.
| Fits | 4R100 |
| Part type | Banner Rebuild Kit |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. The 1997 truck carries the E4OD, and Ford switched to the 4R100 for 1998. Use the E4OD banner kit for 1989-1997 units and this kit for 1998-and-later 4R100 units.
A banner kit combines the overhaul gasket and seal set with new friction plates and a filter. A master kit typically adds steels, bushings and more hard parts. If your steels are flat and your bushings measure good, the banner kit covers the rebuild for less.
MERCON V automatic transmission fluid. Fill to the normal level, run the truck through the gears, then check level again with the fluid at operating temperature.
The overdrive clutch is usually burned. A known cause is the overdrive piston return spring retaining ring pulling out of its groove, and a restricted front lube circuit can also starve that section. Correct the cause during the rebuild or the new frictions will fail too.
The core seals and frictions are shared, but pump and solenoid block details differ between PWM and on-off units. Compare the pump-area gaskets with your old parts, or send us your year and VIN before you order.
Test it first. Shift and coast clutch solenoids should read about 20-30 ohms and the EPC solenoid about 3-5 ohms. Anything out of range, or any history of erratic shifting, is a reason to replace it while the pan is off.
