4R100 Clutch Drum 1999-04, used and ready to install. Fits the 4R100. Ships fast from the USA.
If your 1999-2004 F-250, F-350, F-450 Super Duty, Excursion or E-Series van has a 4R100 that slips in a gear, flares between shifts, or came back from a rebuild with no engagement in one range, the drum that holds that clutch pack is a prime suspect. This is a used, original-equipment 4R100 clutch drum pulled for the 1999-2004 range, the years when the 4R100 was paired with the 7.3L Power Stroke, the 5.4L and the 6.8L V10. A clean factory drum is often a better bet than a cracked or bushing-worn original, and it costs far less than a complete unit.
The 4R100 is the 1998-and-later update of Ford's E4OD: an overdrive section up front and a C6-style main box behind it, with several multi-plate clutches doing the shifting. Each drum carries the steels and frictions for its pack, a piston that squeezes them together when line pressure is applied, and sealing ring and bushing surfaces that keep that pressure from leaking away. When the drum's sealing surfaces wear, its bushing walks, or the drum cracks, the piston can no longer clamp the pack fully. The frictions slip, burn and dump debris into the pan, and the damage spreads to the rest of the unit.
The 1999-2004 window matters on this transmission because Ford kept revising the front of the 4R100 during it. Our 4R100 vs E4OD comparison covers how the coast clutch drum went from the cast iron E4OD design to stamped steel with wider clutch teeth, came in separate PTO and non-PTO versions, and was later moved from a bushing to a bearing. Those versions do not stack up the same way, so drum identity is not a detail you can skip on a Super Duty.
Rule out the easy causes before you pull the transmission. Check fluid level and condition, scan for codes, and test the solenoid pack and EPC circuit, because a weak pressure signal can mimic a slipping clutch. Our E4OD and 4R100 common problems guide walks through the solenoid, wiring and pressure checks in order. If the slip stays tied to one gear after those pass, the unit has to come apart. With it open, air-check each clutch circuit, inspect the drum for cracks and heat discoloration, and measure the bushing and sealing ring lands. A drum that leaks air or shows scoring at the ring lands should be replaced.
This drum is listed for the 4R100 from 1999 through 2004. The listing does not name which drum position it is or its Ford part number, so compare it side by side with the drum you are replacing: overall height, spline count, bushing or bearing support, and the gear on the outside if your truck has a PTO. If the coast clutch drum is what you need, a PTO-equipped unit takes the PTO-gear drum, and the oil dam washer used with the revised PTO drum must not be used with the earlier one. If you are unsure, send us your year, VIN and a photo of the old part before you order. You can browse every matching part on the E4OD and 4R100 parts page.
Because this is a used part, inspect it before it goes in: look for cracks around the spline area, check bushing or bearing condition, and confirm the sealing ring grooves are clean and square. Install new sealing rings and piston seals, air-check the piston once the pack is assembled, and set the clutch clearance to the factory spec. The clutch packs it carries should get new frictions and steels; the 4R100 overhaul kit covers the seals and gaskets for that job. Fill with MERCON V. A Super Duty that tows should also get a cooler service or an upgrade like the 4R100 transmission cooler, since heat is what killed most of the drums we see. If your unit is apart this far, check the input drum and the overdrive sprag at the same time.
| Fits | 4R100 1999-04 |
| Part type | Clutch Drum |
| Condition | Used |
| 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.
It is listed for 1999-2004 4R100 transmissions, which covers Ford F-250 through F-550 Super Duty, Excursion and E-Series vans with the 7.3L diesel, 5.4L or 6.8L V10 in those years. Match it to your old drum or send us your VIN.
Yes, for the coast clutch drum. Ford built separate PTO and non-PTO versions, and the PTO drum carries a large gear, three frictions and a bearing. A 4R100 case with a PTO port needs the PTO version.
A drum without cracks, heat damage or worn ring lands works like new because the wear items are the bushings, seals and frictions, which you replace anyway. Inspect and air-check it before final assembly.
New frictions and steels for that pack, the piston seals and sealing rings, and a full gasket set. Flush or replace the cooler so debris from the old clutches does not return.
MERCON V automatic transmission fluid.
