Does such a thing even exist? I know they make them for the C6 and a whole bunch of other transmissions, but I can't seem to find anything for an E4OD... Now, I know the E4OD is all solenoid-shifted, but still, a transmission generally does not care what type of valvebody it has, as long as it matches the trans case fluid passages and can command fluid flow changes to the proper passages... So has anyone ever attempted to come up with a full manual valve body for these things?

 

I would think that the E4OD doesn't need a manual valve body, just manual controls for the existing solenoids. The test kit that Ford uses does that. The only real issue would be pressure control, the EPC is a duty cycle solenoid.

 

No, it is not. It is a variable force solenoid (VFS.) The PCM controls the current to the solenoid to control pressure, there is no duty cycle on this solenoid.

I once built a box that just controlled the shift solenoids. I was able to manually shift gears 1-2-3, and for that application I didn't need 4th. The problem was that I didn't have anything controlling pressure, I just left the VFS unplugged, which is max pressure. It worked fine for a short time and then the forward clutch drum came apart. It can't handle max pressure.

 

Ok, Mark, I stand corrected. I wonder if you could build something that would allow pressure adjustment either from manifold vacuum (pressure) or maybe a simple "dial a pressure" setup with a gauge to control the EPC. At least Ford controls pressure based on load, Chrysler's A604 and it's later versions have only reverse boost, no other pressure control.

 

Mark, so pretty much I'm limited to an aftermarket controller and paddle shifting?

 

Sure, that's possible.

 

It looks that way to me.

 

I know this will probably be expensive and i'm not sure if it's manual, Have you checked the Transbrake for the E4OD/4R100??


Racer's Choice
Part#7A100-4R100-STRB
Features:
.Complete main body assembly including new seperator plate.
.Transbrake works in manual low position ...just let the button go and hang on!
.First and only transbrake for the E4OD/4R100
Recommended with this:
.Accumulator body Part# 7A100-4R100-STT

 

Here is the link

http://www.lentechautomatics.com/e4odtb.html

 

All this work when a C6 with a Gear Vendor OD unit installed behind it would give you more torque capacity and many more affordable options with a greater reliability factor!

$3145??????

A well built C6 and a divorced GV should be somewhere in that price range and just price one C6 rebuild compared to the E4OD and the savings are impressive!

I would build the C6 myself with 5 plate forward and direct drums, an R code servo piston, torrington bearings, a furnace brazed torque converter and E4OD 6 planet gear sets!

 

archangel, where would one get a lock-up converter for a C6? I will personally stick with my plan to use an E4OD in my truck and probably a Baumann controller so I can use an MAF sequential injection ECM.

 

The need for a "lock up converter" is as irrelevant as the need for an "overdrive".

Did you know that you could have had the Audi 5000, with the manual five speed, could have come with such a high rear end, or call it a final drive ratio that only first and second were not overdrive, and third, fourth and fifth were all overdrive ratios.

The whole thing whith the lock up converter is to get it to lock up at lower speeds in a desperate attempt to increase mileage.
A standard converter at freeway speeds will have such a reduced slippage as to be irrelevant.
And, even if a converter is slipping 5%, you can just choose gearing that is at least 5% higher or just install a slightly taller tire.

Also, overdrive only implies that the output shaft turns faster than the input shaft without regard to the axle ratio.
An engine E4OD with a .712 high gear ratio and a 4.55:1 axle ratio will have an overall ratio of 3.24:1.
The same engine with a C6 with a 1:1 high gear ratio and a 300:1 axle ratio will have an overall ratio of 3.00:1.

The engine with the C6 will get better mileage and be turning lower rpm's on the freeway, and there is no way that a torque converter would slip 0.24:1 on the freeway.
And did you know that tire size also effects the overall gear ratio?

The thing is that the Gear Vendor makes the C6 better than the E4OD in every way.
GV C6 6 forward speeds and 2 reverse gears.
E4OD 4 forward gears and 1 reverse gear that takes forever to get into.

 

An unlocked converter typically slips about 10% at highway speeds.

 

OH, not only an Engineer, but a ford transmission Engineer!

Ok then, gear it 12% over to compensate for the slippage.

HEY!
Wait a minute!
You ain't the guy that put the trans cooling line next to the exhaust system, and then attempted to fix it by installing a bigger cooler are you?

 

No, I'm not that person.