4R100 Solenoid Kit 1998, remanufactured and ready to install. Fits the 4R100. Ships fast from the USA.
1998 was the first model year Ford badged its heavy-duty four-speed as the 4R100 instead of the E4OD, and it is the year owners most often order the wrong solenoid pack. If your 1998 F-250 HD, F-350, F-450 or E-Series van launches in 2nd, never finds overdrive, bangs from 1st straight to 4th, or sits in limp mode with a shift solenoid code, this remanufactured 4R100 solenoid kit is the assembly that carries the shift, coast clutch, converter clutch and EPC solenoids for that unit.
The 4R100 uses two shift solenoids to make four gears. Both get battery power with the key on and the computer completes each one's ground. 1st is solenoid A on, 2nd is both on, 3rd is B on, and 4th is both off, so a pack that loses its feed drops the truck into 4th in Drive. The same block also holds the coast clutch solenoid for engine braking, the converter clutch solenoid and the EPC (electronic pressure control) solenoid that sets line pressure. Ford does not service those solenoids one at a time; the whole block is replaced as an assembly.
Unplug the case connector first and look at both halves. The E4OD and 4R100 family is known for corroded pins and broken lock tabs, and a cracked tab will bring the code right back on a brand-new pack. With the key off, the shift, coast and on/off converter solenoids should each read about 20-30 ohms against the shared feed pin, and EPC about 3-5 ohms. A truck that only starts in 2nd or 3rd when hot, with good readings and no circuit codes, usually has a worn solenoid regulator valve bore rather than a bad pack. Our shift solenoid testing guide walks through the forced-shift check, and the EPC solenoid guide covers the line pressure side.
This kit is listed for the 1998 4R100. As pictured it pairs the solenoid block with a filter and pan gasket and is marked for 2WD trucks, so check your drivetrain before ordering, since Ford used different pan and filter combinations on four-wheel-drive units. Two more checks matter on a 1998. First, confirm the transmission tag says 4R100: Ford also sold a lighter-duty F-250 on the newer F-150 body that year with a different transmission. Second, match PWM versus on/off converter clutch control. All diesel and some gas 4R100s used PWM lockup, a few gas models used on/off, and the block has to match the pump's TCC valve, not the year on the title. If you are unsure, send us your year and VIN before you order. All E4OD and 4R100 parts are on the E4OD/4R100 parts page.
If the fluid is dark and the truck has towed hard, a shift kit or 4R100 overhaul kit is worth having on the bench before you button it up. The 4R100 vs E4OD guide explains the PWM pump identification in detail.
| Fits | 4R100 1998 |
| Part type | Solenoid Kit |
| Condition | Remanufactured |
| 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.
The 1995-1998 late-style solenoid block is shared between the late E4OD and the non-PWM 4R100, but a PWM 4R100 block is different. Match your pump's converter clutch type and send us your year and VIN if you are not sure.
No. The lighter-duty 1998 F-250 built on the F-150 body used a different transmission. This kit is only for the heavy-duty 4R100 behind the 7.3L, 5.4L and 6.8L engines; check the tag on the case.
Not on this transmission. The solenoids are serviced as one assembly, which is why the whole block is replaced.
Refill with Mercon V and check the level hot in Park with the engine running. Install a new filter and pan gasket at the same time.
Clear the stored codes and road test through all four gears, with and without overdrive, so the computer adapts shift feel. If a code returns right away, recheck the case connector and its lock tab.
