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  #1  
Old 11-11-2011, 06:14 AM
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What is the real difference between HD4R100 and 4R100?

After exhaustive internet searching, this is all I can find:

Quote:
Launch of Heavy Duty 4R100

BACKGROUND

To address customer demand for a heavy duty transmission to meet the high load, severe duty cycle needs of commercial and recreational users, FCSD is releasing an enhanced version of our remanufactured 4R100 transmission.
This transmission will be Motorcraft branded and offered for customer-paid repairs only.
FEATURES / BENEFITS
This exciting new product is built with numerous durability and performance upgrades. These include:

Enhanced Torque Converter for better performance and longer life
Oversize one piece case bushing for improved durability
Enhanced Forward, Direct, and Intermediate Friction plates for longer life under heavy load shifts
All new special upgraded steel plates
Center Support Enhancements for improved gear train life
Mercon V-OIL for greater heat resistance
Oversize Pump Gear Set for improved oil flow
Upgraded Extension Housing Bushing for improved durability
45 Element Intermediate Sprag for greater strength to withstand heavy loads
Special coast clutch drum for improved engine braking and increased durability
All new iron planetary assemblies for improved durability
All new one way clutches for improved durability
All new electronics for improved reliability
Revised calibration gives better shifts for heavy duty use
Improved gasketing for reduced leaks
ORDERING INFORMATION
Order from your Powertrain Distributor.

APPLICATION INFORMATION

This Heavy Duty transmission is offered in 4 versions to fit non PTO diesel equipped trucks from 1999 to 2003 model years.
Detailed application data is in the attached file (Excel) (Pdf) as well as Dealer Catalog systems.
The regular 4R100 applications will still be available.
Order the HD4R100 based on your customer mix keeping in mind fleet, towing, and commercial users will be the likely users of this product.
PRICING

Dealer Net Price is $2494.00 with a $1000.00 core deposit.
Suggested Retail is $3325.33.
This price is very competitive with other heavy duty units available in the market today

Service Part Number Motorcraft HD4R100 TRM Number
1999 4R100HD Super Duty 4X2 F250, 350, 450, 550 7.3L F81Z7V000HBRM 6U2Z7V000HRM TRM-1621
1999 4R100HD Super Duty 4X4 F250, 350, 450, 550 7.3L F81Z7V000LBRM 6U2Z7V000LRM TRM-1622
2000 4R100HD Super Duty 4X2 F250, 350, 450, 550 7.3L F81Z7V000HBRM 6U2Z7V000HRM TRM-1621
2000 4R100HD Super Duty 4X4 F250, 350, 450, 550 7.3L F81Z7V000LBRM 6U2Z7V000LRM TRM-1622
2001 4R100HD Super Duty 4X2 F250, 350, 450, 550 EXCURSION 7.3L 1C3Z7000EBRM 1C3Z7V000ERM 6U2Z7V000ERM TRM-1619
2001 4R100HD Super Duty 4X4 F250, 350, 450, 550 EXCURSION 7.3L 1C3Z7000FBRM 1C3Z7V000FRM 6U2Z7V000FRM TRM-1620
2002 4R100HD Super Duty 4X2 F250, 350, 450, 550 EXCURSION 7.3L 1C3Z7000EBRM 6U2Z7V000ERM TRM-1619
2002 4R100HD Super Duty 4X4 F250, 350, 450, 550 EXCURSION 7.3L 1C3Z7000FBRM 6U2Z7V000FRM TRM-1620
2003 4R100HD Super Duty 4X2 F250, 350, 450, 550 EXCURSION 7.3L 1C3Z7000EBRM 6U2Z7V000ERM TRM-1619
2003 4R100HD Super Duty 4X4 F250, 350, 450, 550 EXCURSION 7.3L 1C3Z7000FBRM 6U2Z7V000FRM TRM-1620
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  #2  
Old 11-11-2011, 09:42 AM
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To me, the proof is in the warranty - is it lifetime? That's probably why so many people choose JW or BTS trannies (I don't own either transmission).

After my experience with a Ford reman engine (cracked block, loose heads, poor compression) and oil pump (4 psi output when installed), I wouldn't wouldn't buy a remanned anything from Ford.
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  #3  
Old 11-12-2011, 07:43 AM
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I already have one in the truck, but there seems to be a difference in how the torque converter operates. I know this is a longshot, but I was wondering if anybody with a HD4R100 had a live tune or if anybody knows the technical specifics.
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Old 11-12-2011, 08:00 AM
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Old 11-12-2011, 08:56 AM
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Looks like the description you posted there explains what's different.

Enhanced Torque Converter for better performance and longer life

Oversize one piece case bushing for improved durability

Enhanced Forward, Direct, and Intermediate Friction plates for longer life under heavy load shifts

All new special upgraded steel plates

Center Support Enhancements for improved gear train life

Mercon V-OIL for greater heat resistance

Oversize Pump Gear Set for improved oil flow

Upgraded Extension Housing Bushing for improved durability

45 Element Intermediate Sprag for greater strength to withstand heavy loads

Special coast clutch drum for improved engine braking and increased durability

All new iron planetary assemblies for improved durability

All new one way clutches for improved durability

All new electronics for improved reliability

Revised calibration gives better shifts for heavy duty use

Improved gasketing for reduced leaks
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Old 11-12-2011, 11:17 AM
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Looks like Ford is doing what many GOOD trans shops have been doing for decades now to their remanufactured transmissions. They never addressed the known flaws (from the factory) and fixed them on the remans most of the time. Ford just speced their rebuilt units to be rebuilt back to stock specs and don't bother with the upgrades. Guess they figured it helps sell more trannys to people who don't know any better. For that reason I never bought or will never buy a Ford reman trans.
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Old 11-13-2011, 07:36 PM
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While I appreciate the attention this topic has garnered, and I don't want to be a complainer because I know this is all voluntary... but echoing the list I posted and letting me know what a piece of crap I have has been less than informative. Since cabindoc subscribed, I can only guess that another member might find this information useful.

I'll share more, in the hope that nobody takes my ribbing seriously or personally:

This transmission has very solid shifting with a stock tune, but any boost in performance makes the torque converter lockup harshly. I'm working with the tune folks and they are very supportive, but this TQLU issue has us all scratching our heads. The line "All new electronics for improved reliability" (a nod to kd0axs) makes us wonder if this means pulse-width modulation or just on-off. Does the PCM get a change when the transmission is allegedly upgraded (a nod to dkf), or is there an external module that comes with the transmission?

Who else is curious about this? Should I just stop pestering people about my shift and go blow snot bubbles in my beer?
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Old 11-13-2011, 11:01 PM
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No offense was meant by me reposting that list. I've been participating in Internet forums for 10+ years and one thing I've learned is that people very often overlook the obvious and have already answered their own question before they even ask it.

You asked what is different between the regular and HD versions. That list gives a pretty detailed explanation of what is different.

I think the only way you are going to get any more information is if this thread gets the attention of Mark Kovalski.
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Old 11-14-2011, 05:58 AM
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kd0axs: I wasn't offended, nor did I want to offend... I just found the thread sliding in the direction of amusing and I wanted to steer the topic back to problem-solving.

As for Mark Kovalski, that's very useful information. As soon as I'm finished replying here, I'll try to learn how to contact him. Thank you for that!
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Old 11-14-2011, 06:06 AM
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Quote:
Originally Posted by kd0axs View Post
No offense was meant by me reposting that list. I've been participating in Internet forums for 10+ years and one thing I've learned is that people very often overlook the obvious and have already answered their own question before they even ask it.

You asked what is different between the regular and HD versions. That list gives a pretty detailed explanation of what is different.

I think the only way you are going to get any more information is if this thread gets the attention of Mark Kovalski.
That's a great suggestion. The OP may consider sending Mark a PM as he hasn't joined in yet.
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Old 11-14-2011, 06:30 AM
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I don't know for sure, but I think the HD4R100 has a triple disk torque converter. If the truck originally had a single disk the PCM calibration is going to lock the converter much too hard.
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Old 11-14-2011, 02:35 PM
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That's a useful piece of information - we're looking into that now. I'll report back here later.
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Old 11-15-2011, 09:07 AM
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Quote:
Originally Posted by Mark Kovalsky View Post
I don't know for sure, but I think the HD4R100 has a triple disk torque converter. If the truck originally had a single disk the PCM calibration is going to lock the converter much too hard.
To add to Mark's post, from what I hear, they use a 6.0 torque converter instead of the stock one that came with a 7.3. Not sure how true this is, but maybe Mark could confirm or deny.
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Old 11-15-2011, 04:13 PM
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I can neither confirm nor deny. I don't know.
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Old 11-15-2011, 07:50 PM
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My wife's got the HD 4R100 in her truck. It was there when we bought it. Shifting was awful with the Edge tuner it came with. We put in a Transgo tugger kit and tunes from Total Diesel Performance. She doesn't have any problems with hard lock up or anything of that nature. We told Tony about the tranny and tugger kit, so maybe he did some adjusting, or maybe not.

I've heard many tuners up the line pressure to try to firm up the shifts. Maybe that plays into the lock up issues you're having.
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Old 11-15-2011, 07:50 PM
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