Is in our trucks. I have the 5.4 L 3V 2007 F150 FX4.

Thanks,

Greg

 

A 4r75w, basically an upgraded 4r70w

 

Thank you very much.

 

What is the difference between the 4R75W and the 4R75E?

 

Sorry, brainfart. I wasn't paying attention to the year.

4R75E - upgraded 4R70E to handle more power
Became available on the F-150 platform for 2004.

* A redesigned torque converter improves launch performance and increases efficiency.
* A turbine speed sensor improves transmission control, providing the basis for fully electronic shift scheduling to limit "hunting" and to fine-tune shift speed and feel.
* Increased microprocessor speed improves responsiveness and precision of the control system.
* "Smart" fully electronic shift scheduling knows what the torque will be in the next gear so it chooses the shift points based on the vehicle's projected performance in the next gear.
* Coupled with the electronic throttle strategy, the transmission computes the output torque required to maintain the vehicle speed, and chooses the correct gear and converter state accordingly.
* A sealed case and lifetime transmission fluid make the transmission maintenance free, while adaptive pressure control maintains consistent shift feel over time.

 

When you specify "sealed case" does that mean no dipstick? My 4R75E has a dipstick and my manual reads to do a fluid change in the maintenance section.

 

Actually, its Ford that states its a sealed case and that came from the specs in their press releases. I guess they mean there's no drain plug? (Heck, aren't most that way!) Or its their marketing blurb to push the maintenance free transmission --- not with my truck! Every 30,000 miles its gettings full synthetic change!

 

I've only got 7300 miles on my 07 F150.I plan to do a drop pan and filter change every 15k miles.At the first 15k miles i'm putting a Ford pan with a drain plug to make things less messy in the future.BTW,the pan part number is;
F8UZ-7A194-AA

 

What is your type of driving that you would want to change at 15000? Just curious.

 

Its not the type of driving I do that makes me want to change it at 15k miles,i'm just **** about changing it at that mileage!

BTW,my radiator,brake fluid,and power steering fluid will be seviced then too!

 

Can someone tell me if this sounds reasonable: A local tranny shop(not Ford) recommends to drop pan, clean, change filter THEN flush to replace all fluids at 50k mile intervals. Is this too long b/n changes and should the flush be done????

 

This thread sort of has to do w/ my concern.
The truck I bought was in a front end accident. The tranny cracked and I need to replace it.
My truck is a 2006 Fx4 cc, sb, 5.4L, at, center console

I came accross a chassis complete w/ tranny, all but engine
truck was a 2004(new style, NOT Heritage) 4wd 5.4L, cc, at
I bought it, but now some auto recyclers are telling me that the '04 tranny won't work on my '06 truck. That it will run up to 30mph and eventually shut off the engine because each year of the F150 has a different tranny.
Is that true, or are they just trying to sell me a new transmission??
Darn, now I gotta get rid of all this and spend more $$, anyone need a rear end off an '04??:D


thx for any offer you can give me, I will REALLY appreciate it.

 

Since the chassis is from the new style as well, I would think it should work. My 04 has the 4R75 as well. There were 2 trannies in 04, so you'll just have to make sure they are the same. Cost too much money to change tooling every year, but there may be some subtle differences internally. Guess this doesn't really help you..

 

Many transmissions are the same transmissions but won't work fom one year to another because they change the electronics. The junk yards have a interchange book that tells them what will and won't work.

 

I have the special 'Operator-controlled positive engagement' trans in my '07 V6. It has a transmission with five forward gears and reverse, with no 'Park' feature. The operator depresses a special pedal to the left of the brake pedal which hydraulically activates a 'clutch', allowing movement of the large gear-selector lever into any gear he wishes. Slowly releasing the left-most pedal while pressing on the accelerator pedal enables the vehicle to begin moving. The pedal is then let out completely. When the engine/road speeds dictate, the pedal is then depressed again while another gear is selected to continue accelerating, and so on during the duration of each driving session. While requiring more operator involvement with the vehicle, this innovative transmission provides positive lock-up in any gear without a torque converter or any electronic controls. LAUGHING OUT LOUD!