Solenoid set with filter for early 1993-1997 Ford AODE and 4R70W units in Crown Vic, F-150, Mustang, Explorer, Thunderbird and E-Series.
If your 1993-1997 Crown Victoria, Grand Marquis, Town Car, F-150, Mustang, Thunderbird or E-Series van is setting solenoid codes, starting off in the wrong gear, shifting soft and late, or shuddering at highway cruise, this kit covers the electrical side of the early AODE and 4R70W in one pan drop. It pairs the solenoid set for the pre-1998 transmission with a new filter, so you are not paying for the same labor twice. The early units are wired differently from the 1998-up 4R70W, so read the fitment section before you order.
The 4R70W is a computer-controlled four-speed. The PCM does not move any valves directly; it switches solenoids that send or block oil to the shift valves. Two on/off shift solenoids, SS1 and SS2, combine to select first through fourth. The TCC solenoid applies and releases the converter clutch, and the EPC (electronic pressure control) solenoid sets line pressure, which decides how firmly every clutch and band applies. On the 1993-1997 units the solenoids plug into a soft-wired harness that leaves the case through a white connector. ATRA's interchange notes say Ford went to a black connector with a hard plastic lead frame in 1998 and that the solenoids do not interchange between the two designs, which is why this kit is year-specific.
Pull codes first, then measure resistance at the case connector so you know which solenoid is failing and whether the wiring is part of the problem. The Sonnax 4R70W-family booklet gives the targets: about 20-30 ohms for each shift solenoid, 10-16 ohms for the TCC solenoid and 2-5 ohms for the EPC solenoid. A reading that is open or far out of range points to that solenoid or its circuit; a solenoid that reads correctly but still misbehaves can be sticking mechanically. Our 4R70W shift solenoid symptoms and testing guide walks through the test, and the Crown Victoria shift problems guide covers the valve body wear that can mimic a bad EPC. If the harness itself is cracked or the connector pins are pushed back, a new 1992-1997 internal wiring harness is the right repair, not solenoids alone.
This kit is for the early transmissions only: 1993-1997 Crown Victoria, Grand Marquis, Town Car and Mark VIII with the 4.6L, 1995-1997 F-150, 1994-1997 F-250, 1996-1997 E-150, E-250 and E-350, 1996-1997 Explorer V8, 1994-1997 Mustang, and 1992-1997 Thunderbird and Cougar. Listed numbers include 76919, 76420, 76921, 76923, 46118, F6AZ-7G383AA, F5AZ-7G136A and F7AZ-7G484-AA. Model-year changeovers do not always line up with build dates, so check that your transmission has the white case connector and compare the numbers on your old parts. If you are not sure, send us your year and VIN. For 1998 and later units, see the later 4R70W solenoid kit or browse the full 4R70W parts collection.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. Ford switched to a black case connector and a hard plastic internal harness in 1998, and the solenoids do not interchange. This kit is for 1993-1997 units with the white connector.
Read the codes, then measure each solenoid at the case connector. Shift solenoids should read about 20-30 ohms, the TCC solenoid 10-16 ohms and the EPC solenoid 2-5 ohms.
Use the fluid shown on your dipstick or in your owner guide. Ford warns that MERCON and MERCON V are not interchangeable and should not be mixed. Check the level hot after the road test.
The listing covers the solenoid set and a transmission filter. Plan on a new pan gasket unless you already have one.
Yes. Cracked insulation or pushed-back connector pins cause multiple codes and erratic shifts. Inspect the internal harness while the pan is down and replace it if it is damaged.
Clear the codes and road test it through every gear. Shift feel can take some normal driving to settle as the PCM adapts.
