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I'm going through rebuilding the 4R100 in my 1999 F250 Super Duty. 5.4L engine, 4x4.
My torque converter has been making the classic "I'm dying!" scraping noise - so this is a good time to replace it.
I'm trying to figure out which torque converter model I actually have? Most parts places list several different models for this truck. The dimensions and mounting is all the same for them, so no help there. My OEM torque converter doesn't appear to have any identifying information stamped on it.
For instance, looking at a parts place I see these listed for my truck:
FM64HD: Code: 63A, 51A, 59A, 61A, 69A, 65A
FM70: Code: 71A
FM69C: Code: 64A, 72A, 73A, 75A, 76A, 77A, 80A, 82A
FM70: Code: 52A, 62A, 70A, 74A
FM64HD Code: E, F, M, O, U;
What are these codes? How do I find out which one is the right one for my truck?
Unhelpfully, they don't list my configuration. The closest I could find way a 5.4 with an E4OD. This seemed reasonable, because the 4R100 is very similar --its just the next iteration of the E4OD really. Based on this, I picked the FM64HD.
Annnnnd I've got problems. The converter doesn't fully lock up, it has slip. The computer detects this, throws a fault code, and ramps up the line pressure. Once the line pressure is up, I can see the torque converter fully lockup.
I've spoken the the technical help line from the torque converter supplier. It is their opinion that the correct torque converter is model FM69L. In the catalog, that shows the correct year, and engine, but lists for the 4R70W transmission.
So I don't know. I'm not looking forward to dropping the transmission again, but the information seems to be very poor about this topic, and I'm at a loss for what else to do.
Ran pressure tests yesterday. Pressures were within specified ranges.
Got the transmission back out today. I went ahead and took the oil pump body and cover assembly off to inspect the converter clutch control valve and converter clutch regulator valve. This is a non-PWM transmission.
They looked excellent. Free of burrs, scrap marks, or foreign debris. I suppose that's good, but doesn't get me any closer to understanding why the converter is slipping. If anyone has any ideas of what else to inspect while I'm in here, I'm all ears!
I think I may have found my issue. I now suspect it's actually the direct clutch that is slipping. The direct clutch friction disks engage via splines with the forward clutch hub. Here's what mine looked like:
I think this damage may be keeping the direct clutch friction plates from compressing and locking up fully when the direct clutch is engaged. The mating steels show some areas that are polished and some that have a factory finish implying that there are only select contact patches here and there.
The new forward clutch hub looks like this:
It's "A" problem, but is it "THE" problem? Time will tell.
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Which Torque Converter?
