4R100 Sprag Clutch 1999-2004, remanufactured and ready to install. Fits the 4R100. Ships fast from the USA.
If your 1999-2004 Super Duty, Excursion or E-Series van flares going into second, seems to skip straight from first to third, or picks up a slip in second that clears up when you pull the shifter into manual 2, the intermediate sprag inside the 4R100 is one of the first hard parts to look at. This listing is a remanufactured 4R100 sprag clutch for the 1999-2004 trucks, the years most of these transmissions spent behind the 7.3L Power Stroke and the 6.8L V10, usually with a trailer on the hitch.
The 4R100 has three one-way clutches. The ATSG 4R100 manual lists them as the overdrive roller clutch, the intermediate sprag and the low roller clutch, and only the middle one is a true sprag: a ring of figure-eight shaped steel wedges held in a cage between an inner and outer race. The intermediate sprag rides on the front of the direct clutch housing with its own outer race and a number 7 thrust washer. In second gear the intermediate clutch locks that outer race to the case and the sprags wedge, holding the input shell so the gear train makes second. When the direct clutch applies for third, the sprag simply overruns. That is why the 2-3 shift in this unit feels clean without the computer having to time one element against another.
Under heavy diesel torque the sprag wedges and races take a beating. Heat, debris from a failing clutch pack and old fluid all wear the contact faces until the sprags can roll over instead of locking. A worn sprag usually slips under load first and gets worse as it heats up.
Start with the electrical side, because a 4R100 with a bad shift solenoid or a weak EPC signal can fake a mechanical slip. Scan for codes, check the solenoid pack and make sure the fluid level and condition are right. Our E4OD and 4R100 shift solenoid guide walks through the resistance checks. Then road test it: if second slips in Drive but holds firmly in manual 2, line pressure and the gear train are probably fine and the fault is in the intermediate clutch or the sprag. With the unit apart, hold the direct drum and spin the outer sprag race. ATSG states it should freewheel counter-clockwise and lock clockwise. A race that locks both ways, freewheels both ways, or feels rough is done. The full rundown of this family's weak spots is in our E4OD common problems guide.
This part is listed for the 4R100 in 1999-2004 Ford F-250 and F-350 Super Duty pickups, larger Super Duty chassis cabs, the Excursion and E-Series vans. The listing does not give a Ford part number or say whether the unit includes the outer race, and the photo shows it as an assembled unit. Lay it next to the one you remove and compare the sprag count, the race diameters and the way it seats on your direct drum. ATSG also warns that the input sun shell and direct drum changed design during production, so stick with the drum style your unit came with. If you are not sure, send us your year, VIN and a photo before you order. Everything we carry for this transmission is on the E4OD and 4R100 parts page.
For towing trucks, an auxiliary cooler is cheap insurance. Heat is what kills sprags and clutch packs in the 4R100, and our 4R100 vs E4OD guide explains what Ford changed to make the later unit hold up better.
| Fits | 4R100 1999-2004 |
| Part type | Sprag Clutch |
| 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 intermediate one-way clutch. The 4R100 uses a roller clutch for overdrive and another roller clutch for low, and a sprag for the intermediate position on the front of the direct clutch housing. This part is the intermediate sprag used for second gear.
It is listed for the 1999-2004 4R100, which covers that truck. Compare it with your old part before installing, and send us your VIN if you want us to double check.
That pattern points at the intermediate sprag or the intermediate clutch, because manual 2 also applies the intermediate band. Rule out solenoid and pressure faults with a scan tool first, then inspect both parts when the unit is apart.
Per the ATSG 4R100 manual, with the direct drum held, the outer sprag race should freewheel counter-clockwise and lock clockwise. Check it on the bench before the drum goes into the case.
MERCON V automatic transmission fluid. Flush the cooler and lines after any internal failure so debris does not come back into the new parts.
Intermediate clutch frictions and steels, the number 7 thrust washer if it is worn, all seals and gaskets, and the filter. Inspect the input sun shell and direct drum for cracks or worn splines.
