Full overhaul kit for the Ford 4R70W, 4R75W, 4R70E and 4R75E 2004-up: frictions, steel plates, band, filter, piston kit and the complete gasket and seal set.
This kit is for the later generation of Ford's four-speed rear-drive automatic: the 4R70E and 4R75E that went into the 2004-and-later F-150 and E-series, and the 4R75E that stayed in the Crown Victoria, Grand Marquis and Town Car. When one of these starts slipping on the 2-3 shift, engages late, or cooks its fluid, a full teardown usually turns up blued steels next to worn frictions. That is why this kit (manufacturer part number dk7600ks) ships with steel plates included, so you are not reusing heat-damaged steels or waiting on a second order halfway through the job.
Nine components come in the box: the overhaul gasket and seal set, friction plates, steel plates, a band, thrust washers, a filter, a piston kit, and the O-rings and lip seals for the case and pump. The piston kit is the part many cheaper kits skip. The bonded clutch pistons carry their own rubber, and on a high-mileage unit that rubber has hardened just like the loose seals. Replacing the frictions, steels and pistons together means every clutch apply circuit in the unit is starting fresh.
Ford reworked this transmission for the 2004 F-150 and E-150. Transmission Digest describes the change: the 4.6-liter got the 4R70E name and the 5.4-liter got the 4R75E, a turbine shaft speed sensor was added in the center of the case, and the rear ring gear gained extended lugs that trigger the output speed sensor. ATRA's interchange notes add that the 2004 ring gear and sensor do not interchange with earlier parts and that the later sun shell is non-magnetic. A friction kit cut for these units is the safe match. It also means you should keep the 2004-up hard parts together during the rebuild.
Rule out the electrical side before you pull the unit. A speed sensor fault on a 2004-up truck, or a failed shift, EPC or TCC solenoid, can cause erratic shifts that feel mechanical. Motor Age notes that 2009 4R75E units went back to a soft internal harness with new solenoids, and the two designs do not cross over, so a harness fault on these years needs the correct part. If codes are clean and the pan shows heavy friction debris, the clutches are the problem. Our 4R70W Crown Victoria shift problems guide walks through the TCC and harness bulletins on later Panther cars, and the F-150 common problems guide covers the trucks.
The listing covers the 4R70W, 4R75W, 4R70E and 4R75E built in 2004 and later. Earlier 4R70W units through 2003 use different hard parts and should use a kit for those years, such as our 1997-2003 4R70W overhaul kit. Check the ID tag on the case and the transmission code on the door tag, and if anything does not line up, send us your year and VIN before ordering. All versions are listed on the 4R70W collection page.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Yes. Unlike a banner kit, it includes both friction and steel plates, along with a band, thrust washers, filter, piston kit and the full gasket and seal set.
No. This kit is for 2004 and later units. Ford redesigned the transmission for the 2004 F-150, and earlier units use different parts. Use a 1997-2003 kit for older trucks.
Yes. The listing covers the 4R70W, 4R75W, 4R70E and 4R75E built 2004 and up. The 4R75E was used behind the 5.4-liter in the 2004-up F-150 and in later Crown Victoria, Grand Marquis and Town Car models.
Use what your owner guide specifies. Ford lists MERCON V for earlier 4R75E applications and MERCON LV for 2009 and later Crown Victoria models. Soak the frictions in the same fluid before assembly.
Inspect the internal wiring harness, solenoids, bushings and cooler. A brittle harness or a cooler full of debris can undo a fresh rebuild.
