That is not my recollection. It has been a decade and a half, though.
That shows that the pump that was in the trans didn't have the restrictor that was incorporated in the on/off pumps. It doesn't tell me that the original pump didn't have that.

I was never assigned to the 4R100 department. Contrary to what many of said on the forums I did not design the 4R100, nor did I ever design ANY transmission.

I did work in a group that supplied transmissions (E4OD, then 4R100, then 5R110) to an off road race team. We won many races including the Baja 1000 and several championships. For me this was a part time assignment. I did the transmission tuning for this.

As my full time work at Ford I worked on the tuning for the AX4S (Taurus/Sable/Continental/Windstar,) then I worked on transmission OBDII, then the 5R55N in the Lincoln LS/Thunderbird, then I worked on tuning the 5R110 behind the 6.0L, then I worked on improving transmission cooling and cooling procedures before bailing out in 2007.

 

Is it just a single restrictor in a single pump body circuit, or are there plural changes?

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Mark, looking at what you have said here a couple of years ago, does this refresh your recollection about the Early 99 Super Duty body style with a 4R100? It almost looks as though you have called it both ways.

Believe me, I understand about not being able to remember things as I get older. Since this question has come up often enough over the years, it occurred to me to try and look back in time, to see what you might have said in the past, when it may have been fresher.

Can't say I arrived at anything definitive... it's about a 50-50 split. But one thing is clear... it would be nice for people faced with ordering a transmission or torque converter to actually know the difference or know how to determine the difference, because this issue always comes up.


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And for the benefit of folks like me who need all the help they can get towards understanding an issue, here are a few more posts by Mark over the last 6 or 7 years. I thought it would be neat to see them collected in the same thread, as each post reveals a tiny bit more information that helps in understanding what is going on.

 

What is the name of this solenoid that is different? The "TCC" solenoid?




Below is a list of solenoid choices from Drivetrain.com. It is daunting, amidst this confusion about whether or not the 4R100 ever at one time had a Non PWM set up or not, and whether or not the solenoids are different or not.
If I were in the position of the OP, I would not know which of the last three solenoid assemblies to choose for an early 99. There are actually two more solenoid assemblies that I did not include on this list, as they were for 89-94.

TRS36420B Solenoid Assembly, E4OD (Non PWM) 95-Up
TRS36420C Solenoid Assembly, E4OD (Non PWM) (w/ Variable Delay) 95-Up

TRS36420B Solenoid Assembly, 4R100 (Non PWM) 98-Up
TRS36420C Solenoid Assembly, 4R100 (Non PWM) (w/ Variable Delay) 98-Up
TRS36420D Solenoid Assembly, 4R100 (PWM)

 

I did call it both ways. I now believe the correct information is that the early '99 had an on/off and all the rest of them had a PWM.

I only recall one change in the pump body. The orifice with the on/off and no orifice with the PWM.

 

I guess I should ask, in the grand scheme of things, from the torque converter's perspective, does it matter if the transmission uses PWM or on/off for the TCC lockup? Is it a matter of the PWM mode causing accelerated clutch disc wear from taking longer to fully apply lockup?

I haven't checked the pump to see if there's an F8 stamped anywhere on it yet, I've been too busy fighting with the engine I'm trying to get ready to go back in it.

 

Mark is right.

Verified through VIN with the Ford Parts Catalog.

The E99 has a restrictor orifice while maintaining a on/off torque converter clutch solenoid/valving. It doesn't matter that the PCM itself actually pulse width modulates the signal to the converter clutch though....the rate matters a bit for feel but overall, it doesn't make nearly the difference that dinking with the ACTUAL PWM valving does on the later trucks. It still doesn't make me feel any better about being able to command the PWM to "instantaneous maximum" and actually monumentally alter the apply feel though......

It's a good thing to know.

Thanks for arguing the point.

 

Yes, it's just like a long, drawn-out shift.

They ALL have F81Z-7A130-xx cast into the housing. Don't trouble yourself removing the torque converter just to see it.

 

Well, that figures.

The converter is going to come out anyhow to haul in as a core. I guess I'll just look at the pump when I do that and see if there are any other markings on it.

 

Let us know if the last two characters in the part number are "BA" or "CA" (denoted by "xx" in my last post).

 

I'll do that. Is it safe to assume the BA code is the early one? Thanks a lot for taking the time to look this up, BTW.

 

Are you SURE about this? This would really surprise me.

I wouldn't expect to find that part number in my transmission, because mine has never been rebuilt, so it would not have a Z as the last letter in the four digit prefix of any part number inside of it. In otherwords, the parts would have engineering numbers, but not FCSD part numbers, which usually distinguished from production parts by the Z in the first 4 characters of the prefix. (nothing to do with remanufactured)

 

Now that we know with confidence, and have confirmed beyond doubt, memory, and challenges, that the early 99 4R100 is indeed different than the 99-up 4R100 with respect to TCC operation, on/off vs PWM...

The question arises, how does an E99 owner confirm what he has, if his truck was purchased used, and was possibly frankensteined with newer transmissions and PCMs?

 

Well I really hate to jump into this one but I do have a E99 and I built my E99 4R100 so let me say what I have and what I found to be true for me.
My truck was bone cold stock and never messed with before I bought it but to make sure that was the case with the trans I checked the plate on my trans and my 4R100 was built Aug 14 1998. And I could tell no one had ever been inside it. Down to part # on clutch disc and other things.
So it is a true E99 and it is a PWM TCC set up.
Now that is not to say there isn't any E99's with 4R100 with a Non PWM??
Honestly it wouldn't surprise me with an E99 since they are such odd *****.
Now I think this backs up what Cody said earlier about pump case part#.
This is per ATSG:
Non-PWM Pump assy (with Cast Iron coast clutch drum) F81Z-7A103-AA
Non-PWM pump assy(Stamped Steel coast clutch drum) F81Z-7A103-BA
PWM pump assy (with Stamped Steel coast clutch drum) F81Z-7A103-CA

 

Google the part number. Easy.

Or visit your local Ford dealer. Easy.

You could also remove/rebuild/reinstall a few and see that part number on any and all 1999-2003 7.3L truck(s). I have been there more times than I care to recall.

 

Still backing MY suspicions but I'm caving on this one since there are obviously people here with vendettas.