4R100 Solenoid Kit 1995, new and ready to install. Fits the 4R100. Ships fast from the USA.
This kit is the transmission-side solenoid connector, not the solenoid body itself: a new molded plug with wire leads already pinned into it, plus heat-shrink butt splices, as pictured. It is built for the 1995-and-later E4OD and the 4R100 that replaced it in 1998, found in Ford F-250, F-350 and Super Duty pickups, Excursions, E-Series vans and F-53 motorhome chassis. If your truck keeps setting shift solenoid or EPC circuit codes, drops into failsafe, or the plug at the transmission falls off because the latch is gone, this is the part that usually fixes it for far less than a solenoid pack.
Every electrical signal the computer sends to the transmission passes through one round connector on the driver side of the case. Behind it sits the solenoid body with the two shift solenoids, the coast clutch solenoid, the converter clutch solenoid and the EPC solenoid, plus the fluid temperature sensor. ATRA's quick reference letters that connector A through M: F carries solenoid power, D and E are shift solenoids 1 and 2, B is the coast clutch, C is the converter clutch ground, L and M are EPC, and G and H are the temperature sensor. One loose pin on that plug can look exactly like a failed solenoid.
The vehicle-side plug lives next to the exhaust and gets soaked in heat cycles for decades. The plastic goes brittle, the lock tab snaps when you squeeze it, and the pins loosen or corrode. Transmission Digest's Jim Stokes says the E4OD/4R100 family has more connector trouble than any other unit he sees, and that a broken harness lock tab is the thing shops miss when codes come back after a pack replacement.
Unplug the connector at the case with the key off. If the tab will not click and hold, the plug is your problem whether or not codes are present. Next, measure the solenoids through the case connector: on the 1995-later body ATSG lists 20-30 ohms for the shift, coast clutch and on/off converter clutch solenoids and 3.0-5.0 ohms for EPC. If the pack reads in spec but codes persist, the fault is in the harness side. Our E4OD shift solenoid symptoms guide walks through the resistance check and the signal monitor test, and E4OD common problems and fixes covers the failsafe and connector traps in more detail.
Listed for E4OD and 4R100 transmissions from 1995 on. That spans 1995-1997 E4OD trucks and vans and 1998-2004 4R100 Super Duty, Excursion and E-Series applications. Ford changed the solenoid body in 1995, so a 1989-1994 E4OD uses a different plug; if your truck is in that range, use the early kit instead. Compare the connector shape and terminal count with the plug on your truck before cutting anything, or send us the year and VIN and we will check it. All E4OD and 4R100 parts are on our E4OD and 4R100 collection page.
| Fits | 4R100 1995 |
| Part type | Solenoid 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. It is the wiring pigtail and connector that plugs into the solenoid body through the transmission case. Buy it when the plug, lock tab or pins are damaged; buy a solenoid kit only if the solenoids themselves fail a resistance test.
No. This kit is for 1995 and later E4OD and all 4R100 units. The 1989-1994 E4OD uses an earlier solenoid body and a different connector, so use the 1989-94 harness repair kit.
Often, yes. A broken lock tab or corroded harness-side pins is the most common reason circuit codes return after a pack swap on these units. Check the pack ohms first; if they are in spec, the harness connector is the next suspect.
A wire stripper, a crimper for butt connectors and a heat gun. Splice one wire at a time, color to color, and keep the splices clear of the exhaust.
Clear any stored codes and road test. If the truck was driven in failsafe for a long time, check the fluid condition and level hot with MERCON V before calling the job done.
