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I have a 1992 f350, 7.3IDI, e4od transmission. I was having some issues and suspected the torque converter was the problem. I took the time to replace the transmission fluid, filter, etc. I also had a leak at the shift solenoid pack where it passes through the case for the wiring harness. I intended to replace that, but found that the solenoid pack must be from 1995+, as it had a thin wall electrical connector, and in 1992 it should have been a thick wall. I also noticed the transmission looks cleaner than most things under the truck, and when I removed the torque converter, it was a remanufactured unit in the truck already.
All this to say, I believe the transmission likely isn't original to the truck, and I'm not sure what year it's from. I replaced the TC, issues persisted, got it diagnosed and it does need rebuilt. It isn't building line pressure, so I'm told the internal seals are likely bad and a rebuild is necessary. If I go ahead with a rebuild, I'm concerned with the existing solenoid pack, as well as the parts kit I'll need to order for a rebuild. Is there any way to positively identify what year this trans is from? Are there any distinguishing markings that will tell? My concern is, if it's a 95+ solenoid pack with the original ECM, there would be no diodes for protection against spikes. I'm just not 100% sure how to proceed and looking for advice.
In 1995 the front pump is higher volume. With the converter removed, a 1995 pump casting # will start with "F5".
(they can be installed in '89-94 E4OD's too. I have them in both my '93's)
Solenoid packs can be changed between all E4OD's/4R100's when you need to keep the one for your truck to work correctly.
So during a reman, you would simply install a reman (or a good used) 1989-1994 solenoid pack.
Thanks for all that info! I'll definitely budget in a 95+ pump and a remanufactured solenoid pack. I know it'll be a lot of work, but I'm hoping to replace as many wear parts as possible, as well as upgrade anything that is upgradeable from later model years, such as any aluminum planetary housings, etc. This will definitely help me determine the age of things though. I'm thinking it's got to be a pre-95, because I can't imagine someone would put a later model solenoid pack and go through the trouble of replacing all the electrical over and the PCM.
Are you going to rebuild it? If not, I suspect the rebuilder would handle the logistics on putting in the right parts.
I will be doing the rebuild myself. I admit, I have never done a transmission before, but I have to start somewhere. I have a backup vehicle I can borrow to take as long as I need to, so I can take my time and not rush anything. I'll be following the instructional videos from transmission bench, and upgrade anything that's possible along the way. I may not be experienced, but I am methodical and I am fairly confident I can tackle this. Lots and lots of research.
I have fixed my share of transmissions as a professional and did my first E4OD a couple years ago. I spent months on YouTube and researched the heck out of all the updates/changes. I suggest you do the same. It was fairly easy, especially with all the reading/watching I did.
The E4OD is much easier than the ones I am familiar with. If you break down the repair in stages and repair each stage separately, it just turns out to be a lot of small jobs. I suggest that you find all the free pdf copies out there and trust the factory materials and not opinions. Testing will prove parts that are bad.
I changed out all the planetaries to steel versions but not all need to be done. Especially, if you are not towing. Some aluminum ones are prone to fail, others are not. There is a carrier bearing update you can do, I would do that. My 95 had it so I don't know when it came out.
I highly recommend that you replace all the bushings. I have a press and did not have a problem, but many of them were worn out on the core I had.
Don't buy cheap. You really do not want to do this job again. Easy to disassemble, a PITA to remove.
Flush out the cooler circuit and get the larger pump.
Some more info on E4OD solenoid packs:
Gas vehicles MAF 1995 and newer EEC got the diodes in the computers, SD did not.
I believe you do not have EEC for engine in a 1992 diesel, but you do have EEC or Transmission Control Module(TCM) for the E4OD.
It is quite possible someone DID put 95 pack in, and not do anything else. The diodes are to "protect", does not necessarily mean the TCM will get fried, it could of course.
I am big in the electronics side and programming side of these EEC/TCMs, just picked up another 1997 EEC-IV SD E4OD and it does not have diodes in the computer. Maybe the SD versions didn't have the same issue as the MAF, i do not know.
Now, looking into your TCM, it has MANY diodes, much more than a gas EEC that controls the transmission.
Maybe your TCM has diode protection already built in and does not care which solenoid pack you put in.
I'd be interested to know what EEC/TCM you have that controls the transmission. Be something like DPC-100 GAB0, F_TF-126565-__
Maybe your TCM has diode protection already built in and does not care which solenoid pack you put in.
I'd be interested to know what EEC/TCM you have that controls the transmission. Be something like DPC-100 GAB0, F_TF-126565-__
Originally Posted by scbrooks87
I will be doing the rebuild myself. I admit, I have never done a transmission before, but I have to start somewhere. I have a backup vehicle I can borrow to take as long as I need to, so I can take my time and not rush anything. I'll be following the instructional videos from transmission bench, and upgrade anything that's possible along the way. I may not be experienced, but I am methodical and I am fairly confident I can tackle this. Lots and lots of research.
It was my understanding that all of the diesels had six mounting bolts, not four. Am I reading the image wrong, is my memory mistaken, are there really diesel torque converters with four mounting studs?
It was my understanding that all of the diesels had six mounting bolts, not four. Am I reading the image wrong, is my memory mistaken, are there really diesel torque converters with four mounting studs?
The IDI diesel engines (like the original poster has) use 4 stud converters. The 6 stud was introduced during the 7.3l powerstroke.
Last edited by FORDF250HDXLT; Sep 29, 2025 at 09:38 PM.
The IDI diesel engines use 4 stud converters. The 6 stud was introduced during the 7.3l powerstroke.
Oh shoot! Do those have the same bellhousing bolt pattern like a 460 7.5 l? I just picked up a 1993 E4OD transmission with the torque converter that has four bolts, and the guy said it came off of a 7.4 l engine. He didn't speak English very well, but I asked him if he meant 7.5 gasoline, and he said yes. How do I figure out what I have now?
The vehicle I'm rebuilding this for is a 1994 E350 with a 460 in it two-wheel drive.
Thank you for clearing up my information. I really appreciate it!!!
No. The 429/460 is a Ford engine, while the 6.9/7.3l IDI are international engines and they have different bellhousing bolt patterns.
The 460 w/ E4OD uses a 4 stud converter too though. Google image search the bellhousings and you should be able to tell them apart to see which you have.
