Greetings,

This is my first post but I have read back several years. I have just purchased a project a $100 91 4.0 extended. Other than one small dent under the tail light, and some peal on the clear coat the body is is pretty good shape, and other than a little dirt and doggy hair smell the inside is in pretty good shape also.

There are a few little problems like the back latch not working (probably needs lube) and both front windows do not roll down, needs some window rubber replaced, and there is no third row seating.

The motor seems to run just fine, but the transmission has failed.

I was able to coax it to back up with reving and dumping in a couple of quarts of ATF, but nada on making it go forward so I think the trans is kaput.

I have narrowed down my options to either getting a used AT from the junk yard, or getting a used stick shift and the stuff needed to convert to a 5 speed like the clutch pedal brake pedal clutch master slave etc.

I have had good luck in the past with junk yard transmissions opting to go that way on my 94 Taurus @50,000mi no problems when the ex sold the car with 225,000 mi a year ago and it is still running strong a year later.

I understand that a stick will do better in the MPG dept, but swapping same for same would be a lot less work.

Since dropping 1 to 2 thousand on an overhaul is not gonna happen, I would like your opinions on what I should do if I opt for the used auto trans. If I go this route I probably will add an additional cooler, pan drain and run synthetic fluid. I will probably also install at least a new front seal.

If I go the other route and opt for the stick shift, what are the pit falls here? anyone actually done the swap? (I have heard about the three plastic plugs)

Thanks,

Roger

 

The Bronco II had a 4 liter engine with a 5 speed manual, but it never lasted very long. The 5 speed is not strong enough to handle the torque of the engine and weight of the van.

Getting an A4LD from the salvage yard is kind of a gamble, since it also has reliability problems behind an Aerostar, though it's better than the 5 speed. You can check the mileage of the van, and the condition of the transmission's fluid, before picking it up.

But the things you plan, auxiliary cooler and synthetic ATF, will help a new or newly rebuilt transmission last longer.

 

Aerostar was available with the 5-speed stick (M5OD) from 1988 to 1995, and was offered in the Ranger and Explorer even in later models.

Other than the leak from the 3 rubber plug problem, the stick shift seems to be more reliable than the automatic, and stick shifts will usually give some warning of impending doom by whining, growling or having difficulty shifting gears. Additionally, when they do fail, the failure is usually easier and cheaper to fix



I note that the A4LD had reliability problems in any application, but not as bad as the AXOD used in the Taurus. The transmission failure is why I got this van for $100. So far I have found a used A4LD for $400 with a 100 day warrantee

Increasing the reliability was my intent, but are you suggesting that the same things would not help a used unit also?

 

The problem with used transmissions is they are really not a bargain at any price unless you get lucky. The biggest problem is the unknowns, and the fact that they are extremely unlikely to have any internal updates. About the only time I would ever swap a used trans, is if the old trans is considered not rebuildable.

For under $1000 in parts you can make the A4LD nearly bulletproof. How many parts depends on what the trans actually needs. The primary areas to focus on are the valve body, and soft seals, and the friction surfaces, but all moving parts need to be checked, and replaced if they are damaged. This dollar figure is on the high end too, and you don't need to build it up that high. You can probably get by with a milder build.

If you do want to swap another A4LD, aim for a 1994 4.0L model. Each year has internal revisions and tougher parts, the last year of the A4LD was the strongest. I would still rebuild a used unit before putting it in, but in this case, I don't see a point in doing so. The primary benefit of this approach is that you can drive the vehicle while you take your time rebuilding a spare, but from your OP, the van isn't drivable right now anyway.

So why not save the $400 of buying a used one and put that money towards making your existing one stronger? In the long run it is a lot less expensive.

Here is a parts list of the primary things you should get to build a stronger A4LD.

#A4LDS. A4LD SuperSize Performance Servo for second gear and overdrive. You need 2 per transmission. This has been needed for a long time. Cost $29.00

#A4LDPV. A4LD oversize pressure boost valve (1985-1994). When rebuilding high performance or heavy duty A4LD transmissions, it is common to find the boost sleeve in the valve body worn. This wear causes low line pressure, soft upshifts, delayed reverse and poor modulator control, resulting in poor performance or premature failure for your high performance or heavy duty rebuild. These complaints can often be caused by a worn boost sleeve, which allows reverse and/or TV pressure to cross leak or exhaust. Cost $35.00

Sonnax Part Summary

The OE springs in many Ford transmissions wear or become fatigued causing low baseline pressure. OEM replacements are hard to find, and many aftermarket springs have unacceptably high spring rates. The Sonnax “elevated pressure” main pressure regulator springs are intended to provide a minimal baseline pressure increase (approximately 10 PSI over OE baseline pressure), enough of an increase to help restore full line pressure. The springs may be used to replace worn OE springs and also to correct low line pressure caused by worn transmissions. This price is for 1 spring. Cost $2.00


#4R. A4LD / 4R44E / 4R55E / 5R44E 4 liter torque converter with furnace brazed fins. Cost $199.00
or
#4R2. Performance A4LD / 4R44E / 4R55E / 5R44E torque converter with furnace brazed fins, all bearing construction, hardened splines, no core charge and comes in stall speeds of 1800 to 3000 RPM. Cost $349.00

#TA4LD. A4LD / C3 / 4R44E / 4R55E / 5R55E / 5R55N Pump Gear Alignment Tool. Always use a pump gear alignment tool when setting up your A4LD type pump or severe pump, pump gear and converter hub damage will occur. Cost $69.00

#5-A4LD. Fits A4LD / 4R44E / 4R55E - 1985-1996. Alto direct clutch PowerPack, adds 1 extra clutch. If you have 5 clutches now you get 6. If you have 6 clutches now you get 7. Will not work with a 4 clutch drum. Cost $56.00

#5C. Fits A4LD / 4R44E / 4R55E - 1985-1996. Carbon Fiber bands for 2nd and overdrive. Two required per transmission. This band will have firm shifts. Cost EACH $25.00

#5B. Fits A4LD / 4R44E / 4R55E - 1985-1996. Alto Red Eagle bands for 2nd and overdrive. Two required per transmission. Cost EACH $17.00

#A4LD-B. A4LD Rebuild Manual. Cost $28.00

A4LD Rebuild Kit 1990 - early 1995, Cost $88.00

#56000. A4LD 6 bolt crankshaft spacer for the 2.8, 2.9 and 4 liter. This is the torque converter pilot bushing that goes bewteen the crankshaft and flywheel. The stock part is prone to cracking. The Sonnax part is made of better steel and has a 1/16 of an inch deeper pilot area to support the converter better. Cost $15.00

All of these are on A4LD Performance Transmission and Parts from PATC, A4LD. You may not need all of the above, and if anyone knows where to get some of it cheaper, thats great too, but as you can see, these parts are for the most part not expensive.

 

Now then consider that buying the tranny guys time to put all of that together or taking the real risk of buying all the tools needed to do it myself. If I did it myself it might be fun, and it might give me a sense of accomplishment, but I would end up with $600 in tools that I probably would never use again, and I could very well bugger the job and scrap the trans or at least scrap a whole bunch of the parts.

Don't get me wrong, the information you provided is great, and if this was a low mile later model that I was looking to get 10-12 years out of I might go that route. I however am not in love with this truck, so I am going to roll the dice on the cheep side.

 

Aside from the pump alignment tool, what other specialized tools are needed to R&R the A4LD?

The 4 liter engines were never offered with a manual transmission on either the Aerostar nor the Explorer, due to the only manual transmission that will fit, the M5OD, not being strong enough. The two Bronco IIs I have personal experience with using this engine/trans combination were both grinding in 5th gear. I don't have any experience with them in Rangers.

Also, a good auxiliary cooler will help any working transmission live longer. I meant to say that putting it on a new transmission minimizes heat related problems from day 1, while most used transmissions probably sustained SOME heat related damage already.

 

Well, you can gamble $400 on a weak A4LD as a mystery box, you you can purchase the needed parts, put that towards a rebuild, and for sure get a better trans than you can get from a junk yard. Aside from the hands on experience, I would take a for sure over a gamble any day.

 

I'm with Khan on this. Once you figure ALL the costs of swapping out a used tranny (new seals, oil, filter, labor), it isn't a bargain. Plus, if you do a correct rebuild, with all the updated parts, you have peace of mind that allows you to drive it anywhere without a worry of a breakdown.
I know not all of us on this site have the shop room and the knowledge to rebuild their own tranny and I know money is tight, but to me it's a no brainer.