Guys,

I have a 2000 F-250 7.3 4x4 that is built quite robust, but over the last few years I have had to rebuild my 4R100 a few times due to the input shaft snapping in half. Obviously, it leaves me stranded on the side of the road and is frustrating to say the least . I am beginning to wonder what is causing this. I have many many mods on this truck and the last time I rebuilt the transmission I had the input shaft hardened to prevent this, but to my surprise it happened again. Anybody out there run into this on a rebuilt tranny? Mine usually lasts about a year or so and that's about it.

On a side note, I am in the process of getting another 4R100 to rebuild as a spare. My neighbor has a 4R100 to sell me cheap, but the part number suggests it came out of a 2001-2003 SuperDuty F250/550. My second question is will this transmission WORK in my 2000? There has to be minimal differences between the 2 years and am wondering what they are?

Can anyone assist with this???

Thanks All!!

 

If it came out of a 2001 diesel there is one difference. It might have a mechanical diode intermediate one way clutch. If it does, you MUST replace it and several other mating parts with a sprag type one way. Any transmission parts supplier will have the right parts. If you don't replace it, I guarantee that it will break.

 

Thanks Mark. It came out of a 2001 and newer F350, I was going to rebuild that one as well. If the only difference is the one way clutch, then I should be able to use it, correct? I guess my main concern for the 2001-2003 transmission was that the PCM might need swapped, but I haven't heard any other differences in the 2 years other than what you mentioned.

 

i would call BTS he has a strong shaft that might work.

 

Hardening the shaft only makes it more brittle and more prone to snapping. The best option like mentioned would be to look for a upgraded input shaft like a chromoly 4130 shaft.

 

According to ATS, they put these shafts in the transmission in my F-450 truck. I don't know for certain because the previous owner paid the bill and all I got was the warranty paperwork. So far so good, nothing has broken (yet). I doubt my engine is making the kind of power that your truck does but I do tow heavy (about 30,000 lbs).

ATS Diesel | Ford 7.3 Powerstroke

 

Let me google that for you

 

John Woods also has a 300M input for $275
John Wood Automotive - Products

 

Might want to look at your tuneing as well......is it shifting overly .......harshly?

 

I said there is ONE difference, and it is only in the 2001 model. How could one transmission come out of a 2001 and newer? It was made in one of those years, not all of them.
Correct. It is the ONLY difference.

There are no differences that would require a PCM change. The one way clutch is the only difference, and it was ONLY in the 2001 model year, and then not even all 2001 transmissions.

 

Mark,
Aren't the diesel transmissions different between the E and F series vehicles? I thought the E series had a different OSS sensor. Perhaps the transmissions were identical and only the sensors are different?

 

I don't remember. I do know there are two output speed sensors listed for the trans. It could be E and F series differences, I'm not sure.

 

IIRC, my 4x4 conversion company told me that the E350's have a different output shaft than the F350's. At least I know for a fact that my 4R100 output shaft had to be changed to mate with a BW1356 transfer case. Unless converted aftermarket, no E350 4R100's are made to mate with a transfer case. Also, Shake-N-Bake is correct, the E350's get their speed sensor off of the tail housing on the 4R100, while the speed sensor for the F350's is on the rear differential.

Rant begin: I know that for a fact because that was the lame a$$ excuse that the converter used when telling me that I had to have the weak a$$ BW1356 transfer case (which is great in my 1/2 ton 5.8 Bronco but too weak for a 7.3L diesel) because the tail housing on the BW1356 transfer case had the required speed sensor. BTW, there are computers which will take the place of the tail housing speed sensor (talk to Chris at UJOROnline.com). Also, if I had properly understood the issue, at the time I would have had the 4x4 conversion company put a F350 full floating rear axle on my van (which has the required speed sensor and is wide enough to use without wheel spacers to line up with the F350 4x4 front axle) and I would have the stronger NV271 or NV272 transfer case installed. Rant end.

Edit 1: Oh yeah, one more thing. The transmission pan on the vans is shallow and uses a shallow transmission filter and does not have a drain plug. I can be replaced with the deeper transmission pan from a 4R100 4x4 but you must also use the transmission filter for the 4R100 4x4. The 4R100 4x4 transmission pan has a drain plug.

Edit 2: That pretty much exhausts my knowledge of the 4R100 transmission.

Edit 3: FORDF250HDXLT that let me google it for you thingy is pretty cool!

 

Sometimes experience gets expensive, I feel your pain.

 

I know for a fact that all 300M input shafts are not created equal. After about 75k miles on this billet version, I managed to twist the splines and crack this input shaft from PATC.
The saying "Something's gotta give!" holds true. With the shaft, the torque coverter clutches gave way and internal damage occurred. I would only buy a shaft, or any other specialty hard part, from a reputable vendor. I purchased my current input shaft from John Wood and replaced the OD planet housing at his suggestion. I am also running a Precision Industries Stallion torque converter and some other billet and cyroed parts, as well. If you are breaking input shafts, you are tweaking other parts, too. When you beef up things, something else becomes the weakest link. Drive it long/hard enough and you will find it. I know this from experience.