Automatic Transmission Ford Crown Victoria II

GENERAL SPECIFICATIONS

GENERAL SPECIFICATIONS

BAND AND CLUTCH APPLICATION A

BAND AND CLUTCH APPLICATION A

Scheme 1

STALL SPEED

STALL SPEED

SHIFT SPEEDS

Note. Shift speed ranges are approximate for all applications. Always drive the vehicle in a safe manner according to driving conditions and obey all traffic laws.

SHIFT SPEEDS

RESISTANCE READINGS

RESISTANCE READINGS

GENERAL SPECIFICATIONS

TORQUE SPECIFICATIONS

TORQUE SPECIFICATIONS

Transmission Description

This transmission has the following features

1. Wide ratio gears
2. Four speeds
3. Rear wheel drive
4. Automatic
5. Electronic shift
6. Torque converter clutch control
7. Line pressure controls

The transmission uses a Ravigneaux-style double-pinion gearset with two bands, one one-way roller clutch, one mechanical diode and four friction clutches to produce four forward gears and Reverse.

Scheme 2

Identification Tags

All vehicles are equipped with a Vehicle Certification Label, located on the driver side door lock post. For proper transmission identification, refer to the code in the space marked TR.

For model, service ID level or build date information, refer to the transmission service ID tag located on the transmission case.

Scheme 3

Range Selection

The transmission has six range positions: P, R, N, (D), 2 and 1.

Scheme 4

Park

In the Park position

1. there is no powerflow through the transmission.
2. the parking pawl locks the output shaft to the case.
3. the engine may be started.
4. the ignition key may be removed.

Reverse

In the Reverse position

1. the vehicle may be operated in a rearward direction, at a reduced gear ratio.
2. engine braking will occur.

Neutral

In the Neutral position

1. there is no powerflow through the transmission.
2. the output shaft is not held and is free to turn.
3. the engine may be started.

Overdrive

Overdrive is the normal position for most forward driving.

The Overdrive position provides

1. Automatic shifts.
2. Apply and release of the torque converter clutch.
3. Maximum fuel economy during normal operation.

Second Position

This position provides

1. Second gear start and hold.
2. The torque converter clutch may apply and release.
3. Improved traction and engine braking on slippery roads.
4. Engine braking for descending steep grades.

First Position

If this position is selected at normal road speeds, the transmission will shift into second gear, then into first when the vehicle reaches a speed below approximately 45 km/h (28 mph).

This position provides

1. First gear operation only.
2. Engine braking for descending steep grades.

Upshifts

Transmission upshifting is controlled by the powertrain control module (PCM). The PCM receives inputs from various engine or vehicle sensors and driver demands to control shift scheduling, shift feel and torque converter clutch (TCC) operation.

Downshifts

Under certain conditions the transmission will downshift automatically to a lower gear range (without moving the gearshift lever). There are three categories of automatic downshifts; Coastdown, Torque Demand and Forced or Kickdown shifts.

Coastdown

The coastdown downshift occurs when the vehicle is coasting down to a stop.

Torque Demand

The torque demand downshift occurs (automatically) during part throttle acceleration when the demand for torque is greater than the engine can provide at that gear ratio. If applied, the transmission will disengage the TCC to provide added acceleration.

Kickdown

For maximum acceleration, the driver can force a downshift by pressing the accelerator pedal to the floor. A forced downshift into a lower gear is possible below calibrated speeds. Specifications for downshift speeds are subject to variations due to tire size, engine and transmission calibration requirements.

Scheme 5

Scheme 6

Scheme 7

Scheme 8

Scheme 9

Scheme 10

Scheme 11

Torque Converter

The torque converter transmits and multiplies torque. The torque converter is a four-element device

1. Impeller assembly
2. Turbine assembly
3. Reactor assembly
4. Clutch and damper assembly

The standard torque converter components operate as follows

1. Rotation of the converter housing and impeller set the fluid in motion.
2. The turbine reacts to the fluid motion from the impeller, transferring rotation to the geartrain through the input shaft.
3. The reactor redirects fluid going back into the impeller, allowing for torque multiplication.
4. The clutch and damper assembly dampens powertrain torsional vibration and provides a direct mechanical connection for improved efficiency.
5. Power is transmitted from the torque converter to the planetary gearsets and other components through the input shaft.

Geartrain

Power is transmitted from the torque converter to the Ravigneaux geartrain components through the input shaft and forward clutch cylinder.

1. The geartrain contains a Ravigneaux planetary set connected by dual pinion gears.
2. By holding or driving certain components of the gearset, four forward ratios and one reverse ratio are obtained and transmitted to the output shaft. The ratios are as follows: GEAR RATIO Gear Ratio 1st 2.84 to 1 2nd 1.55 to 1 3rd 1.00 to 1 4th 0.70 to 1 Reverse 2.32 to 1
3. Components of the geartrain can be held by bands or clutches and driven by clutches only.

This transmission uses

1. two bands.
2. two one-way clutches (one roller, one mechanical diode).
3. four friction clutches.

Planetary Gearset

The planetary gearset in the transmission is a Ravigneaux-type set consisting of the following components

1. forward clutch sun gear
2. reverse clutch sun gear
3. a pinion carrier
4. long and short pinions
5. output ring gear

Components are held or driven to produce forward and reverse gear ratios.

Input Shaft

The forward clutch cylinder and shaft transfers speed and torque from the converter turbine to the geartrain. This shaft is splined to the turbine on one end and to the forward clutch sun gear and stub shaft on the other end.

Stub Shaft

The stub shaft transfers power from the input shaft to the planet carrier (through the direct clutch) during third and fourth gear operation.

Output Shaft

The output shaft provides torque to the driveshaft and rear axle assembly. It is driven by the ring gear of the planetary gearset.

Apply Components

Note. For component location, REFER to TRANSMISSION under Assembly.

There are eight apply components used to drive or hold the planetary gearset components.

Band - Overdrive

The overdrive band holds the reverse clutch drum stationary in fourth gear and manual 2. This action causes the reverse sun gear to be held in these ranges.

Band - Low and Reverse

The low and reverse band holds the pinion carrier in reverse. The reverse band also applies in manual 1 position to provide engine braking.

Clutch - Intermediate

The intermediate clutch works with the intermediate one-way clutch to hold the reverse sun gear stationary in second gear. The intermediate clutch remains applied in third and fourth gears, but does not transmit power.

Clutch - Forward

The forward clutch couples the forward clutch cylinder and input shaft to the forward sun gear in first, second and third gears. The forward clutch is not applied in fourth gear.

Clutch - Direct

The direct clutch couples the input shaft to the planet carrier through the stub shaft in third and fourth gears.

Clutch - Reverse

The reverse clutch couples the input shaft to the reverse sun gear, applied in reverse range only.

One-Way Clutch - Planetary (Low)

The planetary (low) one-way clutch is a roller clutch that holds the planetary gearset in first gear, (D) and D ranges. During automatic coasting downshifts into first gear ((D) and D ranges), the planetary one-way clutch freewheels so there is no engine braking.

One-Way Clutch - Intermediate

The intermediate one-way clutch works with the intermediate friction clutch to hold the reverse clutch drum and reverse sun gear stationary in second gear during acceleration. The intermediate one-way clutch freewheels in third gear and during coasting in second gear, (D) and D ranges.

Fluid Pump

The transmission uses a gerotor-type design front pump support and gear. The pump provides the volume of fluid needed to charge the torque converter, main control assembly, cooling system and lube system. Pump pressure is regulated by the main regulator valve. The pump has an internal boost circuit which is more efficient at lower engine speeds.

Filter

All fluid drawn from the transmission pan by the pump passes through the filter. The filter and its accompanying seal are part of the fluid path from the sump (pan) to the fluid pump.

Main Control

The main control valve body houses three electronic solenoids

1. Two shift solenoids
2. One torque converter clutch solenoid (TCC solenoid)

Accumulators

The transmission uses two accumulators

1. 1-2 Accumulator - The 1-2 accumulator is used to soften the 1-2 shift by absorbing some of the pressure directed to the intermediate clutch. Constant line pressure is applied to the middle section of the 1-2 accumulator piston, opposing the intermediate clutch pressure, until the pressure is high enough to overcome line pressure. The top of the piston is exhausted to the sump.
2. 2-3 Accumulator - The 2-3 accumulator is used to soften the 2-3 shift by absorbing some of the direct clutch pressure. Forward clutch pressure is applied to the top side of the 2-3 accumulator piston, holding the piston down until clutch pressure is high enough to overcome it. The middle section of the piston is exhausted to the sump.

Transmission Electronic Control System

The powertrain control module (PCM) and its input/output network control the following transmission operations

1. Shift timing
2. Line pressure (shift feel)
3. Torque converter clutch

The transmission control is separate from the engine control strategy in the PCM, although some of the input signals are shared. When determining the best operating strategy for transmission operation, the PCM uses input information from certain engine-related and driver-demand related sensors and switches.

In addition, the PCM receives input signals from certain transmission-related sensors and switches. The PCM also uses these signals when determining transmission operating strategy.

Using all of these input signals, the PCM can determine when the time and conditions are right for a shift, or when to apply or release the torque converter clutch (TCC). It will also determine the best line pressure needed to optimize shift feel. To accomplish this, the PCM uses hydraulic solenoids to control transmission operation.

The following provides a brief description of each of the sensors and actuators used to control transmission operation.

Powertrain Control Module (PCM)

The operation of the transmission is controlled by the powertrain control module (PCM). Many input sensors provide information to the PCM. The PCM then controls actuators which determine transmission operation.

Air Conditioning (A/C) Clutch

An electromagnetic clutch is energized when the clutch cycling pressure switch closes. The switch is located on the suction accumulator/drier. The closing of the switch completes the circuit to the clutch and draws it into engagement with the compressor driveshaft. When the A/C clutch is engaged, electronic pressure control (EPC) is adjusted by the PCM to compensate for additional load on the engine.

Brake Pedal Position (BPP) Switch

The brake pedal position (BPP) switch tells the PCM when the brakes are applied. The torque converter clutch disengages when the brakes are applied. The BPP switch closes when the brakes are applied and opens when they are released.

Engine Coolant Temperature (ECT) Sensor

The engine coolant temperature (ECT) sensor detects temperature of engine coolant and supplies the information to the powertrain control module. The ECT sensor is used to control torque converter clutch (TCC) operation. The ECT is installed in the heater outlet fitting or cooling passage on the engine. For engine control applications, the ECT signal is used to modify ignition timing, EGR flow and air-to-fuel ratio as a function of engine coolant temperature.

Ignition Coil - Coil-On-Plug

The engine uses eight separate coil-on-plug units. Each coil-on-plug unit is controlled by the powertrain control module (PCM).

Each coil-on-plug unit is mounted directly above each spark plug and activates its own spark plug in the correct sequence as controlled by the PCM.

Refer to INTRODUCTION - CNG, FLEX-FUEL & GASOLINE for additional information on the ignition system.

Intake Air Temperature (IAT) Sensor

The intake air temperature (IAT) sensor provides the sequential fuel injection (SFI) system mixture temperature information. The IAT sensor is used both as a density corrector for air flow calculation and to proportion cold enrichment fuel flow. The IAT sensor is installed in the air cleaner inlet tube. The IAT sensor is also used in determining EPC pressures.

Mass Air Flow (MAF) Sensor

The mass air flow (MAF) sensor measures the mass of air flowing into the engine. The MAF sensor output signal is used by the powertrain control module to calculate injector pulse width. For transmission strategies, the mass air flow sensor is used to regulate EPC, shift and torque converter clutch scheduling.

Transmission Control Switch (TCS) And Transmission Control Indicator Lamp (TCIL)

The transmission control switch (TCS) is a momentary contact switch. When the switch is pressed, a signal is sent to the PCM to allow automatic shifts from 1st through 4th gears or 1st through 3rd gears only. The PCM energizes the transmission control indicator lamp (TCIL) when the switch is OFF. The TCIL indicates overdrive cancel mode activated (lamp ON). When the TCIL is flashing, it indicates electronic pressure control (EPC) circuit shorted or a monitored sensor failure.

Throttle Position (TP) Sensor

The throttle position (TP) sensor is a potentiometer mounted on the throttle body. The TP sensor detects the position of the throttle plate and sends this information to the PCM. The TP sensor is used for shift scheduling, electronic pressure control (EPC) and TCC control.

Digital Transmission Range (TR) Sensor

The digital transmission range (TR) sensor is located on the outside of the transmission at the manual lever. The digital sensor completes the start circuit in PARK and NEUTRAL, and the back-up lamp circuit in REVERSE. The digital sensor also opens/closes a set of 4 switches that are monitored by the PCM to determine the position of the manual lever (P, R, N, D, 2, 1).

Output Shaft Speed (OSS) Sensor

The output shaft speed (OSS) sensor is a magnetic pickup, located at the output shaft ring gear, that sends a signal to the powertrain control module (PCM) to indicate transmission output shaft speed. The OSS sensor is used for torque converter clutch (TCC) control, shift scheduling and to determine electronic pressure control (EPC).

Electronic Pressure Control (EPC) Solenoid

The EPC solenoid regulates transmission pressure. EPC valve pressure is used to control line pressure.

Torque Converter Clutch (TCC) Solenoid

The TCC solenoid is used to control the apply and release of the TCC.

Shift Solenoid - SSA, SSB

Two ON/OFF shift solenoids provide gear selection of 1st through 4th gears by controlling the pressure to the 3 shift valves. One unit containing the 2 shift solenoids is located in the main control valve body. The shift solenoids are two-way, normally open style.

Scheme 12

Transmission Fluid Temperature (TFT) Sensor

The transmission fluid temperature (TFT) sensor is located on the lead frame assembly near the shift solenoids on the main control valve body. It is a temperature-sensitive device called a thermistor. It sends a voltage signal to the PCM. The voltage signal varies with transmission fluid temperature. The PCM uses this signal to determine whether a cold start shift schedule is necessary. The shift schedule is compensated when the transmission fluid temperature is cold. The PCM also inhibits torque converter clutch (TCC) operation at low transmission fluid temperatures and corrects electronic pressure control.

Diagnostic Strategy

Troubleshooting an electronically controlled automatic transmission is simplified by using the proven method of diagnosis. One of the most important things to remember is that there is a definite procedure to follow.

Note. Do not take any short cuts or assume that critical checks or adjustments have already been made.

Follow the procedures as written to avoid missing critical components or steps.

To properly diagnose a concern have the following publications available

1. Transmission Reference Manual.
2. «INTRODUCTION - CNG, FLEX-FUEL & GASOLINE»(/ford/crown-victoria/ii-1997-2011/remont/testing-diagnostics/#engine-controls-introduction-cng-flex-fuel-gasoline) .
3. TSBs.
4. Wiring Diagram.

These publications provide the information required when diagnosing transmission concerns.

Use the Diagnostic Flow Chart as a guide and follow the steps as indicated.

Preliminary Inspection

1. Know and understand the customer's concern.
2. Verify the concern by operating the vehicle.
3. Check the fluid levels and condition.
4. Check for non-factory add-on items.
5. Check shift linkages for proper adjustment.
6. Check TSB messages regarding the concern.

Diagnostics

1. Carry out on-board diagnostic procedures key on engine off (KOEO) and key on engine running (KOER).
2. Record all diagnostic trouble codes (DTCs).
3. Repair all non-transmission codes first.
4. Repair all transmission codes second.
5. Erase all continuous codes and attempt to repeat them.
6. Repair all continuous codes.
7. If only pass codes are obtained, REFER to «DIAGNOSIS BY SYMPTOM»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) for further information and diagnosis.

Follow the diagnostic sequence to diagnose and repair the concern the first time.

Scheme 13

The following items must be checked prior to beginning the diagnostic procedures

Know And Understand The Concern

In order to correctly diagnose a concern, first understand the customer complaint or condition. Customer contact may be required in order to begin to verify the concern. Understand the conditions as to when the concern occurs, for example

1. Hot or cold vehicle temperature.
2. Hot or cold ambient temperature.
3. Vehicle driving conditions.
4. Vehicle loaded/unloaded.

After understanding when and how the concern occurs, proceed to Verification of Condition.

Verification Of Condition

This section provides information that must be used in both determining the actual cause of customer concerns and carrying out the appropriate procedures.

The following procedure must be used when verifying customer concerns for the transmission.

Determine Customer Concern

Note. Some transmission conditions can cause engine concerns. An electronic pressure control short circuit can cause engine misfiring. The torque converter clutch not disengaging will stall the engine.

Determine customer concerns relative to vehicle use and dependent driving conditions, paying attention to the following items

1. Hot or cold vehicle operating temperature.
2. Hot or cold ambient temperatures.
3. Type of terrain.
4. Vehicle loaded/unloaded.
5. City/highway driving.
6. Upshift.
7. Downshift.
8. Coasting.
9. Engagement.
10. Noise/vibration - check for dependencies, either rpm dependent, vehicle speed dependent, shift dependent, gear dependent, range dependent, or temperature dependent.

Fluid Level Check

Note. If vehicle has been operated for an extended period of time at highway speeds, in city traffic, in hot weather, or when pulling a trailer, the fluid needs to cool down to obtain an accurate reading.

Note. The fluid level reading on the indicator will differ from operating and ambient temperatures. The correct reading should be within the normal operating temperature range.

Under normal circumstances, the fluid level should be checked during normal maintenance. If the transmission starts to slip, shifts slowly, or has signs of fluid leaking, the fluid level should be checked.

1. With the transmission in (P) PARK, the engine at idle, foot pressed on the brake, move the range selector lever through each gear and allow engagement of each gear. Place the range selector lever in the PARK position.
2. Wipe the fluid level indicator cap and remove the indicator.
3. Wipe the indicator with a clean cloth.
4. Install the indicator back in the filler tube until it is fully seated, then remove the indicator. The fluid level should be within the normal operating temperature range.

Scheme 14

High Fluid Level

A fluid level that is too high may cause the fluid to become aerated due to the churning action of the rotating internal parts. This will cause erratic control pressure, foaming, loss of fluid from the vent tube and possible transmission malfunction and/or damage. If an overfill reading is indicated drain and refill the transmission.

Low Fluid Level

A low fluid level could result in poor transmission engagement, slipping, malfunction and/or damage. This could also indicate a leak in one of the transmission seals or gaskets.

Adding Fluid

If fluid needs to be added, add fluid in 0.25L (1/2 pint) increments through the filler tube. Do not overfill the fluid. For fluid type, refer to the GENERAL SPECIFICATIONS chart.

Fluid Condition Check

1. Check the fluid level.
2. Observe the color and the odor. The color under normal circumstances should be dark reddish, not brown or black or have a burnt odor.
3. Hold the fluid level indicator over a white facial tissue and allow the fluid to drip onto the facial tissue and examine the stain.
4. If evidence of solid material is found, the transmission fluid pan should be removed for further inspection.
5. If the stain is a foamy pink color, this may indicate coolant in the transmission. The engine cooling system should also be inspected at this time.
6. If fluid contamination or transmission failure is confirmed by the sediment in the bottom of the fluid pan, the transmission must be disassembled and completely cleaned. This includes the torque converter, coolers, and cooler lines.
7. Carry out diagnostic checks and adjustments; REFER to «DIAGNOSIS BY SYMPTOM»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .

Road Testing Vehicle

Note. Always drive the vehicle in a safe manner according to the driving conditions and obey all traffic laws.

The shift point road test and torque converter operation tests provide diagnostic information on transmission shift controls and torque converter operation.

Shift Point Road Test

This test verifies that the shift control system is operating correctly.

1. Bring engine and transmission up to normal operating temperature.
2. Operate vehicle with transmission range selector lever in (D) position.
3. Apply minimum throttle and observe speeds at which upshift occurs and torque converter engages; refer to the «SHIFT SPEEDS CHART»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__shift-speeds-chart) .
4. With the transmission in OVERDRIVE (fourth gear), press the transmission control switch. The transmission should downshift to third gear. Release the accelerator pedal; engine braking should occur.
5. Press accelerator pedal to floor, wide open throttle (WOT). Transmission should shift from third to second gear, or third to first, depending on vehicle speed. Torque converter clutch should disengage and then reapply.
6. With the transmission in (D) position and speed above 80 km/h (50 mph) and less than half throttle, move the transmission range selector lever from (D) position to manual 2 position and remove pressure from the accelerator pedal. Transmission should immediately downshift into second gear. With vehicle remaining in manual 2 position, move the transmission range selector lever into manual 1 position, and release accelerator pedal. Transmission should downshift into first gear at speeds approximately below 45-56 km/h (28-35 mph).
7. If transmission fails to upshift/downshift or torque converter clutch does not apply and release, REFER to «DIAGNOSIS BY SYMPTOM»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .

Shift Speeds Chart

Note. Shift speed ranges are approximate for all applications. Always drive the vehicle in a safe manner according to driving conditions and obey all traffic laws.

SHIFT DESCRIPTIONS

Torque Converter Diagnosis

Prior to new torque converter installation, all diagnostic procedures must be followed. This is to prevent the unnecessary installation of new or remanufactured torque converters. Only after a complete diagnostic evaluation can the decision be made to install a new torque converter.

Begin with the normal diagnostic procedures as follows

1. Preliminary Inspection.
2. Know and understand the customer's concern.
3. Verify the condition - carry out the torque converter operation test.
4. Carry out diagnostic procedures. Carry out on-board diagnostics; refer to «DIAGNOSTICS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__diagnostics) . Repair all non-transmission related DTCs first. Repair all transmission DTCs. Rerun on-board diagnostic to verify repair. Carry out Line Pressure Test. For additional information, REFER to «SPECIAL TESTING PROCEDURES»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__special-testing-procedures) . Carry out Stall Speed Test. For additional information, REFER to «SPECIAL TESTING PROCEDURES»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__special-testing-procedures) . Carry out Diagnostic Routines. For additional information, REFER to «DIAGNOSIS BY SYMPTOM»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) . Use the Diagnosis by Symptom Index to locate the appropriate routine that best describes the symptom(s). The routine will list all possible components that may cause or contribute to the symptom. Check each component listed; diagnose and repair as required before changing the torque converter.

Torque Converter Operation Test

This test verifies that the torque converter clutch control system and the torque converter are operating correctly.

1. Carry out Quick Test with scan tool. For additional information, refer to «INTRODUCTION - CNG, FLEX-FUEL & GASOLINE»(/ford/crown-victoria/ii-1997-2011/remont/testing-diagnostics/#engine-controls-introduction-cng-flex-fuel-gasoline) . Check for DTCs.
2. Connect a tachometer to the engine.
3. Bring the engine to normal operating temperature by driving the vehicle at highway speeds for approximately 15 minutes in (D) position.
4. After normal operating temperature is reached, maintain a constant vehicle speed of about 80 km/h (50 mph) and tap brake pedal with the left foot.
5. Engine rpm should increase when brake pedal is tapped, and decrease about five seconds after pedal is released. If this does not occur, see torque converter operation concerns. For additional information, REFER to «DIAGNOSIS BY SYMPTOM»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .
6. If the vehicle stalls in (D) or manual 2 at idle with vehicle at a stop, move the transmission range selector lever to manual 1 position. If the vehicle stalls, see torque converter operation concerns. For additional information, REFER to «DIAGNOSIS BY SYMPTOM»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) . If the vehicle does not stall in (D), REFER to «DIAGNOSIS BY SYMPTOM»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .
7. If the vehicle exhibits a vibration during the road test complete the Road Test Evaluation Form. This form will aid the technician in determining the source of the vibration.

Note. The following is a list of common vehicle concerns that have been misdiagnosed as torque converter clutch shudder. For diagnosis of the following items, refer to the appropriate sections of this article and INTRODUCTION - CNG, FLEX-FUEL & GASOLINE .

1. Spark plugs - check for cracks, high resistance or broken insulators.
2. Plug wires.
3. Fuel injector - filter may be plugged.
4. Fuel contamination - engine runs poor.
5. EGR valve - valve may let in too much exhaust gas and cause engine to run lean.
6. Vacuum leak - engine will not get correct air/fuel mixture.
7. MAP/MAF sensor - improper air/fuel mixture.
8. HO 2 S sensor - too rich/lean air/fuel mixture.
9. Fuel pressure - may be too low.
10. Engine mounts -loose/damaged mounts can cause vibration concerns.
11. Axle joints - check for vibration.

Scheme 15

Visual Inspection

This inspection will identify modifications or additions to the vehicle operating system that may affect diagnosis. Inspect the vehicle for non-Ford factory add-on devices such as

1. Electronic add-on items: air conditioning generator (alternator) engine turbo cellular telephone cruise control CB radio linear booster backup alarm signal computer
2. Vehicle modification

These items, if not installed correctly, will affect the powertrain control module (PCM), or transmission function. Pay particular attention to add-on wiring splices in the PCM harness or transmission wiring harness, abnormal tire size, or axle ratio changes.

1. Leaks; refer to «LEAKAGE INSPECTION»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__leakage-inspection) .
2. Correct linkage adjustments; refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .

Shift Linkage Check

Check for a misadjustment in shift linkage by matching the detents in the transmission range selector lever with those of the manual lever in the transmission. If they match, the misadjustment is in the indicator. Do not adjust the shift linkage.

Hydraulic leakage at the manual control valve can cause delay in engagements and/or slipping while operating if the linkage is not correctly adjusted. refer to TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS for shift linkage adjustment.

Check TSBs

Refer to all technical service bulletins (TSB) which pertain to the transmission concern and follow the procedure as described.

Carry Out On-Board Diagnostics (KOEO, KOER)

After a road test, with the vehicle warm and before disconnecting any connectors, carry out the Quick Test using the scan tool. Refer to INTRODUCTION - CNG, FLEX-FUEL & GASOLINE .

Scheme 16

Diagnosing an electronically controlled automatic transmission is simplified by using the following procedures. One of the most important things to remember is that there is a definite procedure to follow. DO NOT TAKE SHORT CUTS OR ASSUME THAT CRITICAL CHECKS OR ADJUSTMENTS HAVE ALREADY BEEN MADE. Follow the procedures as written to avoid missing critical components or steps. By following the diagnostic sequence, the technician will be able to diagnose and repair the concern the first time.

On-Board Diagnostics With Diagnostic Tool

Note. For detailed instruction and other diagnostic methods using the scan tool, refer to the scan tool tester manual and INTRODUCTION - CNG, FLEX-FUEL & GASOLINE . These quick tests should be used to diagnose the powertrain control module (PCM) and should be carried out in order.

1. Quick Test 1.0 - Visual Inspection
2. Quick Test 2.0 - Set Up
3. Quick Test 3.0 - Key On, Engine Off (KOEO)
4. Quick Test 4.0 - Continuous Memory
5. Quick Test 5.0 - Key On, Engine Running (KOER) Special Test Mode Wiggle Test Output Test Mode PCM Reset Mode Clearing DTCs OBD II Drive Cycle
6. Other Scan Tool Features

For further information on other diagnostic testing features using the scan tool, refer to INTRODUCTION - CNG, FLEX-FUEL & GASOLINE . Other diagnostic methods include the following

1. Parameter Identification (PID) Access Mode
2. Freeze Frame Data Access Mode
3. Oxygen Sensor Monitor Mode

Output State Control (OSC) Mode

Output State Control (OSC) allows the technician to take control of certain parameters to function the transmission. For example, OSC allows the technician to shift the transmission only when he/she commands a gear change. If the technician commands 1st gear in OSC, the transmission will remain in 1st gear until the technician commands the next gear. Another example, the technician can command a shift solenoid to turn on or off when carrying out an electrical circuit check. OSC has two modes of operation for transmission, the BENCH MODE and the DRIVE MODE. Each mode/parameter has a unique set of vehicle operating requirements that the technician is required to meet before being allowed to operate OSC.

Note. To operate OSC, the digital transmission range (TR) sensor must be operational. No Diagnostic Trouble Codes (DTCs) related to the digital TR sensor can be present.

To operate OSC, the vehicle speed source must be operational. No diagnostic codes (DTCs) related to this source can be present. The vehicle speed source can vary, depending on vehicle configuration. Technicians should verify which input source is applicable for their vehicle application. The following are potential vehicle speed sources

1. anti-lock braking system (ABS)
2. output shaft speed (OSS) sensor

1. The vehicle requirements MUST BE MET when SENDING the OSC value. Refer to individual test modes for vehicle requirements.
2. If the vehicle requirements are NOT MET when SENDING the OSC value, an ERROR MESSAGE will appear. When the ERROR MESSAGE is received, OSC is aborted and must be restarted.
3. If AFTER SENDING an OSC value, and the vehicle requirements are no longer met, the PCM will cancel the OSC value and NO ERROR message will appear. Once the vehicle requirements are met again, the PCM will automatically SEND the previous OSC value without any additional actions required by the service technician.
4. The OSC value XXX may be sent anytime to cancel OSC.

Output State Control (OSC) Procedures

1. Carry out visual inspection and vehicle preparation as required.
2. Select "Vehicle and Engine Selection" menu.
3. Select appropriate vehicle and engine.
4. Select "Diagnostic Data Link."
5. Select "Powertrain Control Module."
6. Select "Diagnostic Test Mode."
7. Select "KOEO On-Demand Self Test and KOER On-Demand Self Tests."
8. Carry out test and record DTCs.
9. Repair all NON-Transmission DTCs.
10. Repair all digital TR Sensor DTCs.
11. Repair all vehicle speed DTCs.
12. Make sure that the vehicle speed sensor and digital TR sensors are functional.
13. Select "Active Command Modes."
14. Select "Trans - Bench Mode or Trans - Drive Mode."

OSC - Transmission Bench Modes

The following Transmission Bench Modes may be used or required during diagnostics.

SSA, SSB And TCC In BENCH MODE

The BENCH MODE allows the technician to carry out electrical circuit checks on the following components

1. SSA - activates SSA OFF or ON.
2. SSB - activates SSB OFF or ON.
3. Transmission converter clutch (TCC) - activates TCC OFF or ON.

OSC "SSA, SSB, TCC" BENCH MODE Operates ONLY When

1. the digital TR sensor is operational and no digital TR sensor DTCs are present.
2. the vehicle speed input is operational and no VSS sensor DTCs are present.
3. the transmission range selector lever is in P.
4. the key is ON.
5. the engine is OFF.

OSC Command Values

1. OFF - turns solenoid OFF.
2. ON - turns solenoid ON.
3. XXX - cancels OSC value sent.
4. SEND - sends the values to PCM.

BENCH MODE Procedure for SSA, SSB and TCC

Follow operating instructions from the scan tool menu screen

1. Select "Output State Control."
2. Select "Trans - Bench Mode."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - SSA, SSB or TCC."
6. Select "ON" to turn solenoid ON.
7. Press "SEND" to send command ON.
8. Select "OFF" to turn solenoid OFF.
9. Press "SEND" to send command OFF.
10. Select "XXX" to cancel at any time.
11. Press "SEND."

EPC In BENCH MODE

The BENCH MODE is also used to test the functionality of the transmission's electronic pressure control. During BENCH MODE, the electronic pressure control (EPC) solenoid can ramp up/down in increments of 103 kPa (15 psi) from zero to 620 kPa (90 psi) and 620 kPa (90 psi) to zero psi.

The OSC functions for the parameter EPC allows the technician to choose the following options

1. EPC - activates EPC to selected values.
2. 00 - sets EPC pressure to 00 kPa (00 psi).
3. 15 - sets EPC pressure to 103 kPa (15 psi).
4. 30 - sets EPC pressure to 206 kPa (30 psi).
5. 45 - sets EPC pressure to 310 kPa (45 psi).
6. 60 - sets EPC pressure to 411 kPa (60 psi).
7. 75 - sets EPC pressure to 517 kPa (75 psi).
8. 90 - sets EPC pressure to 620 kPa (90 psi).

To carry out an EPC BENCH MODE pressure functionality test, install a pressure gauge in the EPC port. The following requirements are required to carry out this test

1. VSS and digital TR sensor operational
2. No VSS and digital TR sensor DTCs
3. Transmission range selector lever in P
4. Key ON
5. Engine ON
6. Engine speed at least 1,500 rpm for accurate EPC pressure measurement

To carry out an EPC BENCH MODE solenoid circuit pinpoint test, the following requirements are required.

1. VSS and digital TR sensor operational
2. No VSS and digital TR sensor DTCs
3. Transmission range selector lever in P
4. Key ON
5. Engine OFF

OSC Command Values

1. 00 - sets EPC pressure to 00 kPa (00 psi).
2. 15 - sets EPC pressure to 103 kPa (15 psi).
3. 30 - sets EPC pressure to 206 kPa (30 psi).
4. 45 - sets EPC pressure to 310 kPa (45 psi).
5. 60 - sets EPC pressure to 411 kPa (60 psi).
6. 75 - sets EPC pressure to 517 kPa (75 psi).
7. 90 - sets EPC pressure to 620 kPa (90 psi).
8. XXX - cancels OSC value sent.
9. SEND - sends the values to PCM.

BENCH MODE Procedure For EPC

Follow operating instructions from the scan tool menu screen

1. Select "Output State Control."
2. Select "Trans - Bench Mode."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - EPC."
6. Select Value "0-620 kPa (0-90 psi)."
7. Press "SEND" to send command.
8. Select "XXX" to cancel at any time.
9. Press "SEND."

OSC - Transmission DRIVE MODES

The DRIVE MODE allows control of three transmission parameters. Each mode/parameter has a unique set of vehicle operating requirements that the technician is required to meet before being allowed to operate OSC. The recommended procedure, when using the DRIVE MODE, is to control one parameter at a time.

The DRIVE MODE allows the technician to carry out the following functions on the transmission

1. GR_CM - allows upshifts or downshifts.
2. TCC - engages or disengages the torque converter clutch.
3. EPC - increases/decreases EPC pressure.

GR_CM In DRIVE MODE

This OSC function is used to test the transmission shift functions.

The OSC functions for the GR_CM parameter allows the technician to choose the following options

1. 1 - PCM selects 1st gear.
2. 2 - PCM selects 2nd gear.
3. 3 - PCM selects 3rd gear.
4. 4 - PCM selects 4th gear.

OSC "GR_CM" Mode operates ONLY when

1. the digital TR sensor is operational and no digital TR sensor DTCs are present.
2. the vehicle speed sensor is operational and no VSS sensor DTCs are present.
3. the engine is ON.
4. the TCC is OFF.
5. the transmission range selector lever is in O/D.
6. the vehicle speed is greater than 3.2 km/h (2 mph).

OSC Command Values

1. 1 - PCM selects 1st gear.
2. 2 - PCM selects 2nd gear.
3. 3 - PCM selects 3rd gear.
4. 4 - PCM selects 4th gear.
5. XXX - cancels OSC value sent.
6. SEND - sends the values to PCM.

DRIVE MODE Procedure For GR_CM

Follow operating instructions from the scan tool menu screen.

1. Select "Output State Control."
2. Select "Trans - DRIVE MODE."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - GR_CM."
6. Select Value "1-4."
7. Press "SEND" to send command.
8. Re-Select Value "1-4."
9. Press "SEND" to send command.
10. Select "XXX" to cancel at any time.
11. Press "SEND."

TCC In DRIVE MODE

This OSC function is used to test whether the torque converter clutch is engaging and disengaging correctly.

The OSC functions for the TCC parameter allows the technician to choose the following

1. TCC - activates TCC OFF and ON.
2. ON - turns TCC solenoid ON.
3. OFF - turns TCC solenoid OFF.

OSC "TCC OFF" DRIVE MODE operates ONLY when

1. the digital TR sensor is operational and no digital TR sensor DTCs are present.
2. the vehicle speed sensor is operational and no VSS sensor DTCs are present.
3. the engine is ON.
4. the transmission range selector lever is in O/D.
5. the vehicle speed is greater than 3.2 km/h (2 mph).

OSC "TCC ON" DRIVE MODE operates ONLY when

1. the digital TR sensor is operational and no digital TR sensor DTCs are present.
2. the vehicle speed sensor is operational and no VSS sensor DTCs are present.
3. the engine is ON.
4. the transmission range selector lever is in O/D.
5. the vehicle speed is greater than 3.2 km/h (2 mph).
6. the transmission is in 2nd gear or higher.
7. the TFT is between 15 and 135°C (60 and 275° F).
8. the brake is not applied "OFF" below 32 km/h (20 mph).
9. (Not an excessive load on engine (engine lugging).

OSC Command Values

1. OFF - turns TCC OFF.
2. ON - turns TCC ON.
3. XXX - cancels OSC value sent.
4. SEND - sends the values to PCM.

Drive Mode Procedures For TCC

Follow operating instructions from the scan tool menu screen.

1. Select "Output State Control."
2. Select "Trans - Drive Mode."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - TCC."
6. Select "ON" to turn solenoid ON.
7. Press "SEND" to send command ON.
8. Select "OFF" to turn solenoid OFF.
9. Press "SEND" to send command OFF.
10. Select "XXX" to cancel at any time.
11. Press "SEND."

EPC In DRIVE MODE

This OSC function is used to increase the EPC pressure while testing the transmission shift functions. This OSC function can only increase the EPC pressure greater than what the PCM normally commands. If an OSC value, such as (75) or (90) psi is sent, the upshifts and downshifts should exhibit a firmer shift. Firmer shifts would indicate that the EPC pressure control is working at higher pressures. The best test for the EPC is to use the BENCH MODE and a hydraulic pressure gauge. Using EPC in the BENCH MODE will confirm that the EPC is working at both the higher and lower pressures.

The OSC functions for the parameter EPC allows the technician to choose the following options

1. EPC - activates EPC to selected values
2. 00 - sets EPC pressure to 00 kPa (00 psi).
3. 15 - sets EPC pressure to 103 kPa (15 psi).
4. 30 - sets EPC pressure to 206 kPa (30 psi).
5. 45 - sets EPC pressure to 310 kPa (45 psi).
6. 60 - sets EPC pressure to 411 kPa (60 psi).
7. 75 - sets EPC pressure to 517 kPa (75 psi).
8. 90 - sets EPC pressure to 620 kPa (90 psi).

OSC "EPC" DRIVE MODE operates ONLY when

1. the digital TR sensor is operational and no digital TR sensor DTCs are present.
2. the vehicle speed sensor is operational and no VSS sensor DTCs are present.
3. the transmission range selector lever is in O/D.
4. the pressure gauge is installed.
5. the key is ON.
6. the engine is ON.
7. the vehicle speed is greater than 3.2 km/h (2 mph).
8. the OSC value for EPC must be greater than what the PCM commands (see EPC PID).

OSC Command Values

1. 00 - sets EPC pressure to 00 kPa (00 psi).
2. 15 - sets EPC pressure to 103 kPa (15 psi).
3. 30 - sets EPC pressure to 206 kPa (30 psi).
4. 45 - sets EPC pressure to 310 kPa (45 psi).
5. 60 - sets EPC pressure to 411 kPa (60 psi).
6. 75 - sets EPC pressure to 517 kPa (75 psi).
7. 90 - sets EPC pressure to 620 kPa (90 psi).
8. XXX - cancels OSC value sent.
9. SEND - sends the values to PCM.

DRIVE MODE Procedure for EPC.

Follow operating instructions from the scan tool menu screen.

1. Select "Output State Control."
2. Select "Trans - Drive Mode."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - EPC."
6. Select Value "0-620 kPa (0-90 psi)."
7. Press "SEND" to send command.
8. Re-Select Value "0-620 kPa (0-90 psi)."
9. Press "SEND" to send command.
10. Select "XXX" to cancel at any time.
11. Press "SEND."

Using Output State Control And Accessing PIDs

To confirm that the OSC value was sent by the scan tool and the EEC has accepted the OSC substitution, a corresponding PID for each OSC parameter must be monitored. Additional PIDs should be monitored to help the technician adequately diagnose the transmission.

The following is a list of OSC parameters and their corresponding PID

OSC PARAMETER

To confirm that the OSC substitution occurred, SEND the OSC value and monitor the corresponding PID value. If no ERROR MESSAGE was received and the value of the corresponding PID remains the same as the value sent from OSC, then the OSC substitution was successful.

Transmission Drive Cycle Test

Note. Always drive the vehicle in a safe manner according to driving conditions and obey all traffic laws.

Note. The Transmission Drive Cycle Test must be followed exactly. Malfunctions must occur four times consecutively for shift error DTC code to be set, and five times consecutively for continuous TCC code to set.

Note. When carrying out the Transmission Drive Cycle Test, refer to the (Scheme 12) for correct solenoid operation.

After carrying out the Quick Test, use the Transmission Drive Cycle Test for checking continuous codes.

1. Record and then erase Quick Test codes.
2. Warm engine to normal operating temperature.
3. Make sure transmission fluid level is correct.
4. With transmission in OVERDRIVE, moderately accelerate from stop to 80 km/h (50 mph). This allows the transmission to shift into fourth gear. Hold speed and throttle open steady for a minimum of 15 seconds.
5. With transmission in fourth gear and maintaining steady speed and throttle opening, lightly apply and release brake to operate stoplamps. Then hold speed and throttle steady for a minimum of five seconds.
6. Brake to a stop and remain stopped for a minimum of 20 seconds.
7. Repeat steps 4 through 6 at least five times.
8. Carry out Quick Test and record continuous DTCs. If the DTCs are still present, refer to the «DIAGNOSTIC TROUBLE CODE CHARTS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__diagnostic-trouble-code-charts) . Repair all non transmission DTCs first as they can directly affect the operation of the transmission. Repeat the Quick Test and the Road Test to verify the correction. Erase the DTCs, carry out the Drive Cycle Test and repeat the Quick Test after completing repair on the DTC. If the continuous test passes and a concern is still present, REFER to «DIAGNOSIS BY SYMPTOM»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) and TSBs for concerns.

After On-Board Diagnostic

Note. The vehicle wiring harness, PCM and non-transmission sensors may affect transmission operations. Repair these concerns first.

After the on-board diagnostic procedures are completed, repair all DTCs.

Begin with non-transmission related DTCs, then repair any transmission related DTCs. Use the diagnostic trouble code chart for information on condition and symptoms. This chart will be helpful in referring to the correct manual(s) and aids in diagnosing internal transmission concerns and external non-transmission inputs. The pinpoint tests are used in diagnosing transmission electrical concerns. Make sure that the vehicle wiring harness and the PCM are diagnosed as well. INTRODUCTION - CNG, FLEX-FUEL & GASOLINE will aid in diagnosing non-transmission electronic components.

Before Pinpoint Tests

Note. Prior to entering pinpoint tests, check the PCM wiring harness for tight connections, bent or broken pins, corrosion, loose wires, correct routing, correct seals and their condition. Check the PCM, sensors and actuators for damage. Refer to INTRODUCTION - CNG, FLEX-FUEL & GASOLINE .

Note. If a concern still exists after electrical diagnosis has been carried out, REFER to DIAGNOSIS BY SYMPTOM .

If DTCs appear while carrying out the on-board diagnostics, refer to the DIAGNOSTIC TROUBLE CODE CHARTS for the appropriate repair procedure. Prior to entering pinpoint tests, refer to any TSBs for transmission concerns.

Diagnostic Trouble Code Charts

DIAGNOSTIC TROUBLE CODE

Output circuit check, generated only by electrical symptoms.

May also be generated by some other non-electric transmission hardware system.

Rotunda Transmission Tester

The Transmission Tester is used to diagnose the digital transmission range sensor and is used in conjunction with the pinpoint tests. The tests should be carried out in order. Installing the Transmission Tester allows separation of the vehicle electronics from transmission electronics; refer to the Transmission Tester manual for these tests.

1. Digital Transmission Range (TR) Sensor Testing
2. Resistance/Continuity Test
3. Voltage Test - PARK/NEUTRAL, Reversing Lamp, and Optional Circuits

Scheme 17

Scheme 18

Scheme 19

Scheme 20

Scheme 21

1. TR_V is the voltage at the PCM pin 64 (TR3A Circuit) to signal return.
2. "In Between" reading could be caused by a shift cable or digital TR sensor misaligned or a digital TR sensor circuit failure of TR1, TR2, TR3A, or TR4.
3. TR_D: 1 = Open Digital TR switch, 0= Closed Digital TR switch.
4. EEC-V Control System Breakout Box Readings: Taken from PCM signal pins for TR1, TR2, TR3A, TR4 to signal return. Voltages for TR1, TR2, TR4: 0 = 0.0 volt. 1 = 9.0-14.0 volts. Voltage for TR3A: 0 = 0.0 volt. 1 = 1.3-1.8 volts.

Wiggle Test Information For Open/Shorts

1. TR4, TR3A, TR2 and TR1 are all closed in PARK. PARK is a good position to check for intermittent open circuits (with scan tool monitoring TR_D).
2. TR4, TR3A, TR2 and TR1 are all open in OVERDRIVE, so OVERDRIVE is a good position to check for shorts to ground. To determine the shorted components while observing TR_D, unplug the TR and see if the short goes away. If the short is still present, unplug the transmission harness and see if the short goes away. If the short is still present, then the short is in the PCM or vehicle harness. Remove the suspect circuit(s) wire from the PCM vehicle harness. If the short is still present, then the PCM has an internal failure. Otherwise the failure is in the vehicle harness.

Scheme 22

Any time an electrical connector or solenoid body is disconnected, inspect the connector for pin condition, corrosion and contamination. Also inspect the connector seal for damage. Clean, repair or install a new component as required.

Shift Solenoids Pre-Diagnosis

Use the following shift solenoid operation information when carrying out PINPOINT TEST A: SHIFT AND TORQUE CONVERTER CLUTCH SOLENOIDS .

Scheme 23

Shift Solenoid Failure Mode Chart "Always Off"

Failed off due to powertrain control module and/or vehicle wiring concerns, shift solenoid electrically or hydraulically stuck off.

Scheme 24

Scheme 25

Shift Solenoid Failure Mode Chart "Always On"

Failed on due to powertrain control module and/or vehicle wiring concerns, shift solenoid electrically or hydraulically stuck on.

Scheme 26

Scheme 27

PINPOINT TEST A: SHIFT AND TORQUE CONVERTER CLUTCH SOLENOIDS

Note. Read and record all DTCs. All Digital TR Sensor and VSS DTCs must be repaired before entering Output State Control (OSC).

Note. Refer to the TRANSMISSION CONNECTOR LAYOUTS preceding these pinpoint tests.

Scheme 28

Scheme 29

Scheme 30

PINPOINT TEST B: TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR

Note. Refer to the TRANSMISSION CONNECTOR LAYOUTS preceding these pinpoint tests.

Scheme 31

PINPOINT TEST C: DIGITAL TRANSMISSION RANGE (TR) SENSOR

Note. Refer to the (Scheme 19) preceding these pinpoint tests.

Note. Refer to the (Scheme 21) preceding these pinpoint tests.

Scheme 32

Scheme 33

Scheme 34

Scheme 35

PINPOINT TEST D: ELECTRICAL PRESSURE CONTROL (EPC) SOLENOID

Note. Refer to the (Scheme 18) preceding these pinpoint tests.

Note. Read and record all DTCs. All Digital TR Sensor and VSS DTCs must be repaired before entering Output State Control (OSC).

Scheme 36

Scheme 37

PINPOINT TEST E: OUTPUT SHAFT SPEED (OSS) SENSORS

Note. Refer to the (Scheme 20) preceding these pinpoint tests.

Scheme 38

PINPOINT TEST F: SOLENOID MECHANICAL FAILURE

Note. Repair all other DTCs before repairing the following DTCs: P1714, P1715, P1740.

Scheme 39

Special Testing Procedures

The special tests are designed to aid the technician in diagnosing the hydraulic and mechanical portion of the transmission.

Engine Idle Speed Check

Refer to INTRODUCTION - CNG, FLEX-FUEL & GASOLINE for diagnosis and testing of the engine idle speed.

Scheme 40

Line Pressure Test

This test verifies that the line pressure is within specification.

Scheme 41

1. Connect pressure gauge to line pressure tap.
2. Start engine and check line pressures. Refer to the Line Pressure Chart to determine if line pressure is within specification.
3. Place the ignition switch in the OFF position. If line pressure is not within specification, check EPC pressure.
4. Connect pressure gauge to EPC pressure tap.
5. Start engine and check EPC pressure. Use the Line Pressure Chart for specifications.
6. If EPC pressure is not within specification, Go To «PINPOINT TEST E: OUTPUT SHAFT SPEED (OSS) SENSORS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__pinpoint-test-e-output-shaft-speed) to diagnose EPC operation. If EPC operation is OK, see the Line Pressure Diagnosis Chart for line pressure concern causes.

LINE PRESSURE DIAGNOSIS

Stall Speed Test

The Stall Speed Test checks

1. torque converter clutch operation and installation.
2. holding ability of the forward clutch.
3. reverse clutch (the low-reverse bands).
4. planetary one-way clutch.
5. engine driveability.

Conduct this test with the engine coolant and transmission fluid at correct levels and at normal operating temperature.

Apply the parking brake firmly for each Stall Speed Test.

1. Find the specified stall rpm for the vehicle; refer to the «STALL SPEED DIAGNOSIS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) . Use a grease pencil to mark the rpm on the dial of a tachometer. STALL SPEED Engine Stall Speed rpm 4.6L 2,031-2,374 4.6L (with Handling Package) 2,372-2,808
2. Connect a tachometer to the engine.
3. In each of the following ranges R, (D), 2, 1 press the accelerator pedal to the floor and hold it just long enough to let the engine get to wide open throttle (WOT). While making this test, do not hold the throttle open for more than 5 seconds at a time.
4. Note the results in each range.
5. After each range, move the shift control selector lever to NEUTRAL and run the engine at 1,000 rpm for about 15 seconds to cool the torque converter before making the next test.
6. Refer to «STALL SPEED DIAGNOSIS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) for corrective actions.

STALL SPEED DIAGNOSIS

Scheme 42

A no-drive condition can exist even with correct transmission fluid pressure because of inoperative clutches or bands. An erratic shift can be located through a series of checks by substituting air pressure for fluid pressure to determine the location of the malfunction.

Follow the procedure to determine the location of the inoperative clutch or band by introducing air pressure into the various test plate passages.

Note. Use only dry, regulated 276 kPa (40 psi) maximum air pressure.

Apply air to the appropriate passage(s). A dull thud should be felt or heard or movement could be observed when the clutch component applies. There should be no hissing sound when the component is applied.

Cover the vent hole in the test plate with a clean, lint-free shop towel to prevent spray when the air is applied. Plugging the vent hole during testing will result in inaccurate results.

1. Drain transmission fluid and remove the transmission fluid pan.
2. Remove the main control valve body.
3. Install transmission test plate and gasket. Tighten bolts to 10 Nm (89 lb-in).
4. Apply air to the appropriate clutch port (refer to the Transmission Air Test Plate illustration). A dull thud may be heard or movement felt when the component is applied or released. If clutch seals or check balls are leaking a hissing sound may be heard.

If the servos do not operate, disassemble, clean and inspect them to locate the source of the concern.

If air pressure applied to the clutch passages fails to operate a clutch, or operates clutches simultaneously, inspect the fluid passages in the case.

If air pressure applied to the accumulator fails to operate an accumulator, remove and inspect case passages and piston.

Clutch Pressure Test

CLUTCH PRESSURE TEST

The Clutch Pressure Test will diagnose a low-pressure condition or leakage in a clutch circuit. A difference of 103 kPa (15 psi) or more between the clutch pressure and line pressure will prevent a normal shift.

1. Attach 0-2,068 kPa (0-300 psi) pressure gauges to the line pressure tap and the appropriate clutch pressure tap according to Band/Clutch Application Chart 601. Gauges must be accurate enough to distinguish a 103 kPa (15 psi) difference. (If this test is done in conjunction with a control pressure test, pressure gauges will be attached to all pressure taps.) Have sufficient flexible hose available to read the gauges in the vehicle.
2. Drive the vehicle. When pressure is applied to the clutch, note the difference between the line pressure gauge and the corresponding clutch pressure gauge.
3. If the difference in pressures is less than 103 kPa (15 psi), the corresponding clutch circuit does not have a pressure loss. The gauges on the line pressure tap and appropriate clutch pressure tap can be switched to confirm that gauge calibration differences are not the cause.
4. If the difference is greater than 103 kPa (15 psi), there is a leak in the corresponding clutch pressure circuit. The gauges on the line pressure tap and clutch pressure tap can be switched to confirm that gauge calibration differences are not the cause. Carry out the appropriate procedure to correct the clutch leak problem.

Leakage Inspection

Check the fluid filler tube connection at the transmission case. If leakage is found here, install a new grommet.

Check the vehicle speed sensor (VSS) plug or VSS sensor O-ring (model dependent). If leakage is found install a new O-ring.

Check fluid lines and fittings between the transmission and the oil-to-air (OTA) cooler for looseness, wear, or damage. If leakage cannot be stopped by tightening a fluid tube nut, install new parts. When fluid is found leaking between the case and cooler line fitting, check for missing or damaged O-ring, then tighten the fitting to maximum specification.

If the leak continues, install a new cooler line fitting and tighten to specification. The same procedure should be followed for fluid leaks between the radiator cooler and the cooler line fittings; refer to TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS .

The cooler can be further checked for leaks by disconnecting the lines for the cooler fittings and applying no more than 345 kPa (50 psi) air pressure to the fittings.

If leakage is found at the transmission range selector lever, install a new seal.

If leakage is found at the transmission internal harness connector, install a new O-ring.

Scheme 43

Fluid Leakage In Torque Converter Area

In diagnosing and correcting fluid leaks in the front pump support and gear, and torque converter area, use the following procedures to locate the exact cause of the leakage. Leakage at the front of the transmission, as evidenced by fluid around the torque converter housing, may have several sources. By careful observation it is possible, in many instances, to pinpoint the source of the leak before removing the transmission from the vehicle. The paths which the fluid takes to reach the bottom of the torque converter housing are shown in the illustration. The five steps following correspond with the numbers in the illustration.

Scheme 44

1. Fluid leaking by the front pump seal lip will tend to move along the impeller hub and onto the back of the impeller housing. Except in the case of a total seal failure, fluid leakage by the lip of the seal will be deposited on the inside of the torque converter housing only, near the outside diameter of the housing.
2. Fluid leakage by the outside diameter of the front pump seal and front pump body will follow the same path that leaks by the inside diameter of the front pump seal follow.
3. Fluid leakage from the converter seal weld or converter-to-flexplate stud weld will appear at the outside diameter of the torque converter, on the back face of the flexplate and in the converter housing only near the flexplate. Fluid leaks from the torque converter will leave a ring of fluid around the inside of the torque converter housing.
4. Fluid that leaks by a front pump-to-case bolt or pump gasket will be deposited on the inside of the torque converter housing only. Fluid will not be deposited on the back of the torque converter.
5. Engine oil leaks are sometimes incorrectly diagnosed as transmission pump gasket leaks. The following areas of possible leakage should also be checked to determine if engine oil leakage is causing the concern.

1. Leakage at the engine valve cover gasket may allow oil to flow over the torque converter housing or seep down between the torque converter housing and cylinder block causing oil to be present in or at the bottom of the torque converter housing.
2. Oil galley plug leaks will allow oil to flow down the rear face of the cylinder block to the bottom of the torque converter housing.
3. Leakage at the crankshaft rear oil seal will work back to the flexplate, and then into the torque converter housing.
4. Leakage at engine oil pressure sensor.

Leak Check Test

1. Remove the fluid level indicator and note the color of the fluid. Original factory fill fluid is dyed red to aid in determining if leakage is from the engine or transmission. Unless a considerable amount of makeup fluid has been added or the fluid has been changed, the red color should assist in pinpointing the leak.
2. Remove the torque converter housing cover. Clean off any fluid from the top and bottom of the torque converter housing, front of the case and rear face of the engine and oil pan. Clean the torque converter area by washing with a suitable nonflammable solvent and blow dry with compressed air.
3. Wash out the torque converter housing, the front of the flexplate and the converter drain plugs. The torque converter housing may be washed out using cleaning solvent and a squirt-type oil can. Blow all washed areas dry with compressed air.
4. Start and run the engine until the transmission reaches its normal operating temperature. Observe the back of the cylinder block and top of the torque converter housing for evidence of fluid leakage. Position the vehicle on a hoist, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) . Run the engine at a fast idle, then at engine idle, occasionally shifting to the OVERDRIVE and REVERSE ranges to increase pressure within the transmission. Observe the front of the flexplate, back of the cylinder block (in as far as possible), and inside the torque converter housing and front of the case. Run the engine until fluid leakage is evident and the probable source of the leakage can be determined.

Leak Check Test With Black Light Used With 12 Volt Master UV Diagnostic Inspection Kit

Oil soluble aniline or fluorescent dyes premixed at the rate of 2.5ml (1/2 teaspoon) of dye powder to 0.235L (1/2 pint) of transmission fluid have proved helpful in locating the source of fluid leakage. Such dyes may be used to determine whether an engine oil or transmission fluid leak is present, or if the fluid in the fluid cooler leaks into the engine cooling system. A black light must be used with the fluorescent dye solution.

Transmission Fluid Cooler

Note. Cleaning and backflushing the transmission fluid cooling system along with following all the normal cleaning and inspection procedures during disassembly and reassembly will keep contamination from re-entering the transmission and causing a repeat repair.

When internal wear or damage has occurred in the transmission, metal particles, clutch plate material, or band material may have been carried into the torque converter and transmission fluid cooler. These contaminants are a major cause of recurring transmission troubles and must be removed from the system before the transmission is put back into use. For new fluid cooler or tube installation refer to TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS .

Scheme 45

The Diagnosis by Symptom charts give the technician diagnostic information, direction, and suggest possible components, using a symptom as a starting point.

The Diagnosis by Symptom charts are divided into two categories: Electrical Routines, indicated by 200 series numbers, and Hydraulic/Mechanical Routines, indicated by 300 series numbers. The Electrical Routines list the possible electrical components that could cause or contribute to the symptom described. The Hydraulic/Mechanical Routines list the possible hydraulic or mechanical components that could cause or contribute to the symptom described.

Diagnosis By Symptom Chart Directions

1. Using the Diagnosis by Symptom Index, select the Concern/Symptom that best describes the condition.
2. Refer to the routine indicated in the «DIAGNOSIS BY SYMPTOM INDEX»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .
3. Always begin diagnosis of a symptom with: preliminary inspections. verifications of condition. checking the fluid levels. carrying out other test procedures as directed.
4. Begin with the Electrical Routine, if indicated. Follow the reference or action required statements. Always carry out the on-board diagnostic tests as required. Never skip steps. Repair as required. If the concern is still present after electrical diagnosis, then proceed to the Hydraulic/Mechanical Routine listed.
5. The Hydraulic/Mechanical Routines list possible hydraulic or mechanical components that could cause the concern. These components are listed in the removal sequence and by most probable cause. All components listed must be inspected to ensure correct repair.

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Transmission Fluid Cooler Tubes - Backflushing And Cleaning

1. Using a suitable torque converter/fluid cooler cleaner, clean the fluid cooler tubes.
2. Test your equipment to make sure that a vigorous fluid flow is present before proceeding. Install a new filter in the flush equipment if the flow is weak or contaminated.
3. To aid in attaching the cleaner to the transmission steel cooler tubes, connect two additional rubber hoses to the transmission end of the steel transmission cooler tubes as follows: Disconnect the fluid cooler tubes from the oil-to-air (OTA) cooler. Install a rubber hose in place of the oil-to-air cooler. Connect the cleaner tank pressure line to the steel transmission cooler return tube (the longest tube). Connect a tank return hose to the steel transmission cooler pressure tube (shorter tube). Place the outlet end of this hose in the fluid tank reservoir.
4. Turn on the pump and allow the fluid to circulate a minimum of 5 minutes (cycling switch on and off will help dislodge contaminants in the cooler system).
5. Switch off the pump and disconnect the pressure hose from the transmission cooler return tube.
6. Use compressed air to blow out the cooler(s) and tubes (blow air into the transmission cooler return tube) until all fluid is removed.
7. Remove the rubber return hose from the remaining steel cooler tube.
8. Connect the oil-to-air (OTA) cooler tubes.
9. Install a new OTA. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .

Scheme 78

ITEMS SPECIFICATIONS

Draining

Note. Draining fluid from the transmission by removing only the fluid pan is acceptable for vehicles that do not have a torque converter drain plug, for normal or severe duty fluid maintenance.

Note. A new procedure for draining and adding transmission fluid using a suitable transmission flush and fill machine has been added. The following procedure has different methods for draining and refilling the listed vehicles

1. All vehicles using a suitable flush and fill machine.
2. Vehicles equipped with a torque converter drain plug.
3. Vehicles without a torque converter drain plug.

Use the method that is applicable to your vehicle.

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Use a suitable flush and fill machine to change the fluid.
3. When connecting the flush and fill machine, connect the machine to the fluid cooler tube after the fluid cooler on the cooler return tube. This will help remove any foreign material trapped in the fluid coolers.
4. Use only clean automatic transmission fluid.
5. Once the fluid exchange has been completed, disconnect the flush and fill machine. Reconnect any disconnected fluid cooler tubes.
6. With the engine running and the transmission at normal operating temperature 66-77°C (150-170°F), check and adjust the transmission fluid level, and check for any leaks. If fluid is needed, add fluid in increments of 0.24-liter (0.5-pint) until the correct level is achieved (fluid should be in the cross-hatched area of the fluid level indicator).

Scheme 79

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Scheme 82

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Loosen the transmission fluid pan bolts and allow the fluid to drain.
3. After the fluid has drained, remove the transmission fluid pan.
4. Do not remove the fluid filter. It is not necessary to change the fluid filter during a normal maintenance fluid change.
5. Clean and inspect the transmission fluid pan, transmission fluid pan gasket and magnet.
6. Thoroughly flush the cooler tubes. For additional information, REFER to «TRANSMISSION FLUID COOLER TUBES - BACKFLUSHING AND CLEANING»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__transmission-fluid-cooler-tubes-backflushing) .
7. Position the magnet into the transmission fluid pan.
8. Install the fluid pan and gasket. Position the fluid pan with the gasket in place. Install the bolts.
9. Fill the transmission. Add 4.7 liters (5 qts) of clean automatic transmission fluid to the transmission through the fluid filler tube.
10. Start the engine. Move the transmission range selector lever through all the gear ranges, checking for engagements.
11. With the engine running and the transmission at normal operating temperature 66-77°C (150-170°F), check and adjust the transmission fluid level, and check for any leaks. If fluid is needed, add fluid in increments of 0.24-liter (0.5-pint) until the correct level is achieved (fluid should be in the cross-hatched area of the fluid level indicator).

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1. With the vehicle in NEUTRAL, position on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Loosen the transmission fluid pan bolts and allow the fluid to drain.
3. After the fluid has drained, remove the transmission fluid pan.
4. Do not remove the fluid filter. It is not necessary to change the fluid filter during a normal maintenance fluid change.
5. Clean and inspect the transmission fluid pan, transmission fluid pan gasket and magnet.
6. Thoroughly flush the cooler tubes. For additional information, REFER to «TRANSMISSION FLUID COOLER TUBES - BACKFLUSHING AND CLEANING»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__transmission-fluid-cooler-tubes-backflushing) .
7. Position the magnet into the transmission fluid pan.
8. Install the fluid pan and gasket. Position the fluid pan with the gasket in place. Install the bolts.
9. Fill the transmission. Add 4.7 liters (5 qts) of clean automatic transmission fluid to the transmission through the fluid filler tube.
10. Start the engine. Move the transmission range selector lever through all the gear ranges, checking for engagements.
11. With the engine running and the transmission at normal operating temperature 66-77°C (150-170 °F), check and adjust the transmission fluid level, and check for any leaks. If fluid is needed, add fluid in increments of 0.24-liter (0.5-pint) until the correct level is achieved (fluid should be in the cross-hatched area of the fluid level indicator).

Scheme 87

Scheme 88

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Loosen the digital TR sensor bolts.
3. Using the special tool, align the digital TR sensor slots. The tool is designed to fit snugly.
4. Tighten the digital TR sensor bolts and remove the special tool.
5. Verify that the vehicle starts in the PARK and NEUTRAL positions and the REVERSE lamps illuminate in REVERSE.

1. A new or remanufactured torque converter must be installed if one or more of the following statements is true: A torque converter malfunction has been determined based on complete diagnostic procedures. Converter stud or studs, impeller hub or bushing are damaged. Discoloration (due to overheating). Evidence of transmission assembly or fluid contamination due to the following transmission or converter failure modes: Major metallic failure. Multiple clutches or clutch plate failures. Sufficient component wear which results in metallic contamination. Internal torque converter contamination present. For additional information, REFER to «TORQUE CONVERTER CONTAMINATION INSPECTION»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__torque-converter-contamination-inspection) .

Torque Converter Contamination Inspection

1. If a new or remanufactured torque converter is not being installed, the following steps must be completed.
2. With the torque converter on a bench, pour a small amount of transmission fluid from the torque converter onto an absorbent white tissue or through a paper filter and examine the fluid.
3. Observe the color and odor of the fluid. The fluid should be red, not brown or black. Odor may indicate an overheating condition such as clutch disc or band failure.
4. Examine the stain on the tissue for evidence of particles (spec of any kind). Examine the fluid level indicator for signs of antifreeze (gum or varnish). If particles are present in the fluid or there is evidence of engine coolant or water, a new torque converter must be installed.
5. If there are no particles or contamination present, drain the remainder of the transmission fluid from the torque converter.
6. Add 1.9 liter (2 qt.) of clean automatic transmission fluid into the converter and agitate by hand.
7. Thoroughly drain the fluid.

Fluid Pan, Gasket And Filter

MATERIAL SPECIFICATIONS

Removal

Note. Normal maintenance requires periodic automatic transmission fluid changes. If a major repair, such as a clutch, band, bearing, etc., is required, the automatic transmission must be removed for repair.

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1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Drain the transmission fluid. Loosen the transmission fluid pan bolts and allow the fluid to drain. After the fluid has drained remove the bolts.
3. Remove the transmission fluid pan and transmission fluid pan gasket.
4. Pull down evenly and remove the transmission fluid filter and seal.
5. Clean and inspect the transmission fluid pan, transmission fluid pan gasket, and the magnet.

Scheme 93

1. Install a new fluid filter and seal as required.
2. Position the pan magnet into the transmission fluid pan.
3. Install the transmission fluid pan and gasket. Position the transmission fluid pan and gasket in place. Install the transmission fluid pan bolts.
4. Fill the transmission to the correct fluid level, using clean automatic transmission fluid.

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1. Remove the bolt.
2. Remove the fluid filler tube.
3. To install, reverse the removal procedure.

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1. Drain the transmission fluid and remove the transmission fluid pan and filter. For additional information, REFER to «FLUID PAN, GASKET AND FILTER»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__fluid-pan-gasket-and-filter) .
2. Disconnect the molded lead frame from the solenoids. Disconnect the shift solenoid SSA and SSB. Disconnect the torque converter clutch (TCC). Disconnect the electronic pressure control (EPC) solenoid. Disconnect the bulkhead inter-connector.
3. Remove the manual control valve detent lever spring. Remove the bolt. Remove the manual control valve detent lever spring.
4. Remove the 24 valve body to case bolts.
5. Remove the main control valve body and discard the pump outlet screen.

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1. Position the main control valve body gasket and main control valve body using the two alignment bolts as a guide.
2. Loosely install the bolts.
3. Loosely install the bolts.
4. Install the manual control valve detent lever spring. Position the manual control valve detent lever spring. Install the bolt.
5. Tighten the main control valve body bolts in the sequence shown.
6. Inspect the lead frame for damage. Using the special tool, check all the lead frame solenoid connections. The gauge should fit tightly and not fall out after being inserted. If the special tool passes through any lead frame connector pins or does not feel like it makes a good contact, install a new lead frame.
7. Connect the molded lead frame to the solenoids. Connect the bulkhead inter-connector by pressing it in place by hand and fully seating the connector in place. Connect the EPC solenoid by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots. Connect the TCC by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots. Connect the shift solenoid SSA and SSB by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots.
8. Install the transmission fluid pan and filter. For additional information, REFER to «FLUID PAN, GASKET AND FILTER»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__fluid-pan-gasket-and-filter) .

Scheme 105

ITEMS SPECIFICATIONS

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1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Mark the driveshaft flange and the rear pinion flange for correct alignment during assembly.
3. Remove the 4 driveshaft bolts.
4. Slide the driveshaft back enough to index-mark the driveshaft, the extension housing and the output shaft. Separate the driveshaft from the transmission.
5. Using the special tools, remove the extension housing seal.

Installation

1. Using the special tool, install a new extension housing seal.
2. Install the driveshaft. Align all the index marks and position the driveshaft on the transmission. Install the driveshaft.
3. Install the 4 retaining bolts.
4. Check the level of the transmission fluid, add clean automatic transmission fluid as necessary.

Extension Housing Gasket

ITEMS SPECIFICATIONS

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1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Mark the driveshaft flange and the rear pinion flange for correct alignment during assembly.
3. Remove the four driveshaft bolts.
4. Slide the drive shaft back enough to index-mark the driveshaft, output shaft and the extension housing. Separate the driveshaft from the transmission.
5. Remove the rear transmission insulator nuts.
6. Disconnect the RH HO2S sensor connector.
7. Disconnect the RH catalyst monitor connector.
8. Remove the bolts from the RH exhaust flange.
9. Loosen the exhaust clamp and remove the RH exhaust pipe.
10. Disconnect the LH HO2S sensor connector.
11. Disconnect the LH catalyst monitor connector.
12. Remove the bolts from the LH exhaust flange.
13. Loosen the exhaust clamp and remove the LH exhaust pipe.
14. Install a suitable transmission jack.
15. Remove the RH side crossmember bolts.
16. Disconnect the LH side crossmember. Loosen but do not remove the LH side crossmember bolts. Remove the LH side crossmember bolt.
17. Remove the bolts and remove the parking brake cable bracket and position aside.
18. Lower the RH side of the crossmember.
19. Remove the rear transmission insulator bolts.
20. Remove the LH and RH catalyst monitor connector retainers.
21. Remove the rear extension housing bolts and the housing.
22. Remove the extension housing gasket.

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1. Install a new extension housing gasket.
2. Install the extension housing and the bolts.
3. Install the LH and RH catalyst monitor connector retainers.
4. Install the rear transmission insulator and bolts.
5. Position the RH crossmember and install the bolts.
6. Install the LH side crossmember bolt.
7. Install the parking brake cable bracket.
8. Lower the transmission onto the crossmember and install the rear transmission insulator nuts.
9. Remove the transmission jack.
10. Position the RH catalytic converter assembly in place. Do not tighten the clamp at this time.
11. Install the RH exhaust flange nuts.
12. Tighten the RH exhaust clamp.
13. Connect the RH HO2S sensor connector.
14. Connect the RH catalyst monitor connector.
15. Position the LH catalytic converter assembly in place. Do not tighten the clamps at this time.
16. Install the LH exhaust flange nuts.
17. Tighten the LH exhaust clamp.
18. Connect the LH HO2S sensor connector.
19. Connect the LH catalyst monitor connector.
20. Install the driveshaft. Align the index marks and position the driveshaft on the transmission. Install the driveshaft.
21. Install the four retaining bolts.
22. Lower the vehicle.
23. Check the level of the transmission fluid, add clean automatic transmission fluid as necessary.

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1. Remove the manual control lever. For additional information, REFER to «MANUAL CONTROL LEVER SHAFT AND SEAL»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .
2. Disconnect the molded lead frame from the solenoids. Disconnect the shift solenoid SSA and SSB. Disconnect the torque converter clutch (TCC). Disconnect the electronic pressure control (EPC) solenoid. Disconnect the bulkhead inter-connector.
3. Remove the EPC solenoid. Remove the bolt and EPC solenoid bracket. Remove the EPC solenoid.

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Scheme 149

1. Install the EPC solenoid. Install the EPC solenoid. Install the EPC solenoid bracket and bolt.
2. Inspect the lead frame for damage. Using the special tool, check all lead frame solenoid connections. The gauge should fit tightly and not fall out after being inserted. If the special tool passes through any lead frame connector pins or does not feel like it makes a good contact, install a new lead frame.
3. Connect the molded lead frame to the solenoids. Connect the bulkhead inter-connector by pressing it in place by hand and fully seating the connector in place. Connect the EPC solenoid by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots. Connect the TCC by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots. Connect the shift solenoid SSA and SSB by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots.
4. Install the manual control lever. For additional information, REFER to «MANUAL CONTROL LEVER SHAFT AND SEAL»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .

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MATERIAL SPECIFICATIONS

Note. Normal maintenance requires periodic automatic transmission fluid changes. If a major repair, such as a clutch, band, bearing, etc., is required, the automatic transmission must be removed for repair.

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1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Disconnect the digital TR sensor electrical connector.
3. Disconnect the transmission shift linkage.
4. Remove the digital TR sensor bolts and the digital TR sensor.
5. Drain the transmission fluid. Loosen the transmission fluid pan bolts and allow fluid to drain. After the fluid has drained remove the bolts.
6. Remove the transmission fluid pan and transmission fluid pan gasket.
7. Pull down evenly and remove the transmission fluid filter and seal.
8. Clean and inspect the transmission fluid pan, transmission fluid pan gasket, and the magnet.
9. Remove the manual control valve detent lever spring. Remove the bolt. Remove the manual control valve detent lever spring.
10. Remove the manual lever shaft retaining pin.
11. Remove the manual control lever nut and slide the manual control lever shaft out of the case.
12. Remove the manual control lever shaft seal.

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1. Using the special tool, install the manual control lever shaft seal.
2. Install the manual control lever shaft. Install the manual control lever shaft. Install the manual control lever nut. Install the manual control lever shaft retaining pin.
3. Install the manual valve detent lever spring. Position the manual valve detent lever spring. Install the bolt.
4. Install a new fluid filter and seal as required.
5. Position the pan magnet into the transmission fluid pan.
6. Install the transmission fluid pan and gasket. Position the transmission fluid pan and gasket in place. Install the transmission fluid pan bolts.
7. Install the digital TR sensor. Install the digital TR sensor. Loosely install the bolts.
8. Using the special tool, align the digital TR sensor slots. The tool is designed to fit snugly.
9. Tighten the screws in an alternating sequence.
10. With the manual lever in overdrive, connect the shift control cable.
11. Connect the digital TR sensor electrical connector.
12. Fill the transmission to the correct fluid level, using clean automatic transmission fluid.

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Scheme 170

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Disconnect the manual lever shift control cable.
3. Disconnect the digital TR sensor connector.
4. Remove the bolts and remove the digital TR sensor.

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Scheme 173

1. Install the digital TR sensor and loosely install the bolts.
2. Using the special tool, align the digital TR sensor slots. The tool is designed to fit snugly.
3. Tighten the screws in an alternating sequence.
4. With the manual lever in overdrive, connect the shift lever control cable.
5. Connect the digital TR sensor electrical connector.

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Scheme 176

1. Remove the main control valve body. For additional information, REFER to «MAIN CONTROL VALVE BODY»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .
2. Using the special tool, remove the reverse band servo retaining ring. Compress the servo spring. Remove the reverse band servo retaining ring.
3. Remove the reverse servo assembly. Remove the reverse band servo cover. Remove the reverse band servo piston and rod. Remove the reverse band servo spring.

Note. This is not an ordinary installation procedure and does not compensate for band wear.

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1. Install the reverse servo return spring and piston. Do not install the piston cover.
2. Install the special tool and tighten the band apply bolt.
3. Attach the special tool to the transmission. Position the indicator stem on the flat portion of the reverse servo piston and zero the dial indicator.
4. Loosen the bolt until the piston stops against the tool.
5. Verify the amount of piston travel on the dial indicator is within specification.
6. If piston travel is not within specification, select and install the correct servo piston assembly to bring the servo piston travel within specification. One groove Two groove Three groove
7. Remove the dial indicator and servo selection tool.
8. Install the correct reverse servo assembly. Install the reverse band servo spring. Install the reverse band servo piston and rod. Install the reverse band servo cover.
9. Using the special tool, install the reverse servo retaining ring. Compress the servo spring. Install the reverse band servo retaining ring.
10. Install the main control valve body. For additional information, REFER to «MAIN CONTROL VALVE BODY»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .

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Scheme 186

1. Remove the main control valve body. For additional information, REFER to «MAIN CONTROL VALVE BODY»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .
2. Using the special tool, compress the servo spring to remove the overdrive servo retaining ring.
3. Remove the overdrive servo piston and return spring.

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Scheme 188

1. Install the overdrive servo piston assembly. Install the overdrive servo piston return spring. Install the overdrive servo piston assembly.
2. Use the special tool to install the overdrive servo piston retaining ring.
3. Install the main control valve body. For additional information, REFER to «MAIN CONTROL VALVE BODY»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .

Scheme 189

1. Compress the 1-2 accumulator cover and remove the accumulator piston retaining ring.
2. Remove the 1-2 accumulator. Remove the 1-2 accumulator cover. Remove the lower 1-2 accumulator spring. Remove the accumulator piston. Remove the upper 1-2 accumulator spring.

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Scheme 191

1. Install the 1-2 accumulator. Install the 1-2 accumulator upper spring. Install the accumulator piston. Install the 1-2 accumulator lower spring. Install the cover and seal assembly.
2. Compress the accumulator and install the accumulator piston retaining ring.

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Scheme 193

1. Remove the main control valve body. For additional information, REFER to «MAIN CONTROL VALVE BODY»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .
2. Remove the 2-3 accumulator piston retainer.
3. Remove the accumulator piston and spring.

Scheme 194

1. Install the 2-3 accumulator assembly. Install the accumulator piston. Install the accumulator piston spring. Install the accumulator spring retainer.
2. Install the main control valve body. For additional information, REFER to «MAIN CONTROL VALVE BODY»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .

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Scheme 196

1. Remove the transmission support crossmember. For additional information, REFER to «TRANSMISSION SUPPORT CROSSMEMBER»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission) .
2. Remove the transmission support insulator.
3. To install, reverse the removal procedure.

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Scheme 208

1. With the vehicle NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Disconnect the RH HO2S sensor connector.
3. Disconnect the RH catalyst monitor connector.
4. Remove the bolts from the RH exhaust flange.
5. Loosen the exhaust clamp and remove the RH exhaust pipe.
6. Disconnect the LH HO2S sensor connector.
7. Disconnect the LH catalyst monitor connector.
8. Remove the bolts from the LH exhaust flange.
9. Loosen the exhaust clamp and remove the LH exhaust pipe.
10. Remove the rear transmission insulator nuts.
11. Install a suitable transmission jack.
12. Remove the RH side crossmember bolts.
13. Remove the LH side crossmember bolts.
14. Remove the bolts and remove the parking brake cable bracket and position aside.
15. Lower the RH side of the crossmember.
16. Lower the LH side of the crossmember and remove the crossmember.

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Scheme 224

1. Position the LH side of the crossmember into the crossmember pocket and loosely install the bolts.
2. Position the RH side of the crossmember into the crossmember pocket and loosely install the bolts.
3. Tighten the LH crossmember bolts.
4. Tighten the RH crossmember bolts.
5. Install the parking brake cable bracket.
6. Lower the transmission onto the crossmember and install the rear transmission insulator nuts.
7. Remove the transmission jack.
8. Position the RH catalytic converter assembly in place. Do not tighten the clamp at this time.
9. Install the RH exhaust flange nuts.
10. Tighten the RH exhaust clamp.
11. Connect the RH HO2S sensor connector.
12. Connect the RH catalyst monitor connector.
13. Position the LH catalytic converter assembly in place. Do not tighten the clamps at this time.
14. Install the LH exhaust flange nuts.
15. Tighten the LH exhaust clamp.
16. Connect the LH HO2S sensor connector.
17. Connect the LH catalyst monitor connector.
18. Lower the vehicle.

Scheme 225

Scheme 226

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. Disconnect the output shaft speed (OSS) sensor electrical connector.
3. Remove the OSS sensor bolt and the sensor Remove the OSS sensor bolt. Remove the OSS sensor.
4. To install, reverse the removal procedure.

Note. After the transmission is removed for a major overhaul, it is important to completely clean all transmission components, including torque converter, cooler inlet tube, main control valve body, clutches and all coasting booster valve shuttle balls after any transmission service that generates contamination. These contaminants are a major cause for recurring transmission concerns and must be removed from the system before the transmission is returned to service.

The cleaning of foreign material from the direct clutch check ball is often omitted. This omission can lead to a repeat servicing of the transmission.

A new OTA cooler must be installed under the following condition. For additional information, refer to TRANSAXLE/TRANSMISSION COOLING .

1. Evidence of broken transmission components or fluid contamination found due to the following transmission or converter failure modes: major metallic failure multiple clutches or clutch plate failure sufficient component wear which results in metallic contamination.

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1. Disconnect the battery ground cable. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
2. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
3. Drain the transmission fluid. Loosen the transmission fluid pan bolts and allow the fluid to drain. After fluid has drained remove the bolts and the pan and drain the remaining fluid that is in the pan.
4. Install the transmission fluid pan and the old gasket. Position the transmission fluid pan gasket. Position the transmission fluid pan.
5. Remove the drain pan.
6. Mark the rear driveshaft yoke and the axle pinion flange and remove the four bolts.
7. Index marked the driveshaft and extension housing. Separate the driveshaft from the transmission.
8. Remove the torque converter access cover plug at the left rear engine block.
9. Remove the torque converter access cover. Remove the bolts. Remove the bolt. Remove the inspection cover.
10. Remove and discard the four torque converter-to-flexplate nuts.
11. Disconnect the RH HO2S sensor connector.
12. Disconnect the RH catalyst monitor connector.
13. Remove the bolts from the RH exhaust flange.
14. Loosen the exhaust clamp and remove the RH exhaust pipe.
15. Disconnect the LH HO2S sensor connector.
16. Disconnect the LH catalyst monitor connector.
17. Remove the bolts from the LH exhaust flange.
18. Loosen the exhaust clamp and remove the LH exhaust pipe.
19. Disconnect the transmission shift linkage.
20. Remove the shift cable bracket and position aside.
21. Remove the ground wire.
22. Remove the starter electrical connector cap.
23. Disconnect the electrical connectors.
24. Remove the three starter bolts and the starter.
25. Disconnect the transmission fluid cooler tubes.
26. Remove the cooler line bracket and position aside.
27. Position a suitable jack under the transmission. Secure the transmission to the jack with safety straps.
28. Remove the rear transmission insulator nuts.
29. Remove the RH side crossmember bolts.
30. Remove the LH side crossmember bolt.
31. Remove the bolts and remove the parking cable bracket and position aside.
32. Lower the RH side of the crossmember.
33. Lower the LH side of the crossmember and remove the crossmember.
34. Remove the rear transmission insulator.
35. Disconnect the wire harness connectors and remove them from the filler tube.
36. Remove the bolt.
37. Position the fluid filler tube aside.
38. Remove the transmission retaining bolts.
39. Separate the transmission from the engine and lower. Partially lower the transmission from under the vehicle.
40. Disconnect the electrical connectors. Remove the catalyst monitor connector retainer from the stud. Disconnect the transmission solenoid body electrical connector.
41. Disconnect the electrical connectors and remove the wire harness from the transmission. Disconnect the digital TR sensor electrical connector. Disconnect the output shaft speed (OSS) sensor electrical connector. Remove the catalyst monitor connector retainer from the stud. Disconnect the wire harness retainers and remove the harness.
42. Lower the transmission from under the vehicle.
43. Carry out the transmission fluid cooler-backflushing and cleaning if the transmission is being overhauled or installing a new or remanufactured transmission. For additional information, REFER to «TRANSMISSION FLUID COOLER TUBES - BACKFLUSHING AND CLEANING»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission__transmission-fluid-cooler-tubes-backflushing) .

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1. Using the special tools, remove torque converter.
2. Using the special tool, mount the transmission to the bench.
3. Remove the transmission fluid pan and transmission fluid pan gasket. Remove the bolts. Remove the transmission fluid pan and transmission fluid pan-to-case gasket.
4. Clean the transmission fluid pan and pan magnet.
5. Remove the fluid filter and grommet.
6. Disconnect the molded lead frame from the solenoids. Disconnect the shift solenoid SSA and SSB. Disconnect the torque converter clutch (TCC). Disconnect the electronic pressure control (EPC) solenoid. Disconnect the bulkhead interconnector.
7. Remove the output shaft speed (OSS) sensor and the turbine shaft speed (TSS) sensor plug. Remove the OSS speed sensor bolt. Remove the OSS speed sensor. Remove the TSS speed sensor plug bolt. Remove the TSS speed sensor plug.
8. Remove the digital transmission range (TR) sensor. Remove the bolts. Remove the digital TR sensor.
9. Remove the manual control valve detent lever spring. Remove the bolt. Remove the manual control valve detent lever spring.
10. Remove the 24 main control valve body bolts and the main control valve body.
11. Remove and discard the pump outlet screen.
12. Remove the manual lever shaft retaining pin.
13. Remove the manual lever shaft inner nut. Slide the manual control lever shaft out of the case while removing the inner nut.
14. Remove the parking lever actuating rod. Remove the manual valve detent. Remove the parking lever actuating rod.
15. Remove the manual control lever shaft seal.
16. Remove the EPC solenoid. Remove the bolt and EPC solenoid bracket. Remove the EPC solenoid.
17. Remove the 2-3 accumulator spring retainer.
18. Remove the 2-3 accumulator piston. Remove the 2-3 accumulator spring. Remove the 2-3 accumulator piston.
19. Using the special tool, remove the reverse band servo retaining ring.
20. Remove the reverse servo assembly. Remove the reverse band servo cover. Remove the reverse band servo piston and rod. Remove the reverse band servo spring.
21. Using the special tool, compress the piston spring, then remove the overdrive servo piston retainer.
22. Remove the overdrive servo piston. Remove the overdrive servo piston. Remove the overdrive servo piston return spring.
23. Compress the 1-2 accumulator cover and remove the retaining ring.
24. Remove the 1-2 accumulator upper spring. Remove the 1-2 accumulator spring cover. Remove the 1-2 accumulator lower spring. Remove the 1-2 accumulator. Remove the 1-2 accumulator upper spring.
25. Using the special tools, remove the extension housing seal.
26. Remove the extension housing. Remove the four bolts and two nuts. Remove the extension housing and the extension housing gasket.
27. Remove the parking pawl. Remove the parking pawl shaft. Remove the parking pawl return spring. Remove the parking pawl.
28. Rotate the transmission to the vertical position with the output shaft toward the floor.
29. Place a screwdriver on the flat portion of the connector and push the connector out through the bottom of the case.
30. Using the special tools, remove the front pump seal.
31. Remove the bolts.
32. Using the special tools, remove the front pump support.
33. Remove and discard the pump gasket. Remove the intermediate clutch piston return spring. Remove the intermediate clutch piston return spring support.
34. Remove the intermediate anti-rattle clip, if equipped.
35. Remove the following components as an assembly: Intermediate clutch pack. Intermediate one-way clutch. Reverse clutch. Forward clutch assembly.
36. Disengage and remove the overdrive band.
37. Remove the forward clutch hub and the No. 3 forward clutch hub front bearing.
38. Remove the intermediate stub shaft.
39. Align the reverse sun shell with the overdrive band anchor pin for removal.
40. Remove the following components as an assembly: Forward clutch sun gear. No. 5 forward clutch sun gear bearing. Reverse clutch sun gear. No. 4 forward clutch hub bearing.
41. Remove the center support retaining ring and note location for assembly.
42. Remove the case-to-planet support spring.
43. Remove the planetary gear support and planetary as an assembly.
44. Remove the reverse clutch band.
45. Remove the retaining ring.
46. Remove the direct clutch pack.
47. Remove the No. 8 bearing.
48. Remove the output shaft and output shaft ring gear assembly.
49. Remove the No. 9 case rear bearing.
50. Inspect and, if necessary, use the special tools to remove the rear case bushing.

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1. Remove the torque converter clutch (TCC) solenoid and the shift solenoid. Remove the bolt. Remove the shift solenoid. Remove the TCC solenoid.
2. Remove the two reinforcement plates. Remove the bolts. Remove the plates.
3. Remove the separator plate and discard the gaskets.
4. Remove the eight coasting booster valve shuttle balls.
5. Remove the converter drain back valve and solenoid pressure supply screen.
6. Remove the main control valve body cover plate. Remove the 13 bolts. Remove the valve body cover plate and gasket.

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1. Install the valve body cover plate. Position the valve body cover plate gasket and cover plate. Loosely install the two guide pin bolts. Loosely install the bolts.
2. Tighten the bolts in the sequence shown.
3. Install the eight coasting booster valve shuttle balls.
4. Install the converter drain back valve and solenoid pressure supply screen.
5. Install the separator plate and gaskets.
6. Install the two reinforcement plates. Position the plates. Install the bolts.
7. Install the shift solenoid. Position the TCC solenoid. Position the shift solenoid. Install the bolt.

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1. Remove the No. 1 selective pump support thrust washer.
2. Remove the intermediate clutch piston.
3. Remove the bolts, and remove the front pump support.
4. Remove the seal rings.
5. Remove the inner and outer pump gerotor gears.
6. Remove and discard the front pump seal.

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1. Using the special tool, install the front pump seal assembly.
2. Install the inner and outer fluid pump gerotor gears.
3. Install the seal rings.
4. Install a new front pump seal.
5. Assemble the front pump. Position the pump support to the pump body assembly. Install the bolts.
6. Install the intermediate clutch.
7. Once the pump is installed correctly, the bleed hole will be aligned with the pump body as shown.

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Disassembly

1. Remove the intermediate one-way clutch. Remove the snap ring. Remove the intermediate one-way clutch.

Assembly

1. Install the intermediate one-way clutch. Install the intermediate one-way clutch. Install the snap ring.

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MATERIAL SPECIFICATIONS

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1. Inspect the clutch cylinder thrust surfaces, piston bore and clutch plate serrations for scores or burrs. Minor scores or burrs may be removed with a crocus cloth. Install a new clutch cylinder if badly scored or damaged.
2. Check fluid passage in the clutch cylinder for obstructions. Clean out all fluid passages. Inspect the clutch piston for scores and install new if necessary. Inspect check balls for freedom of movement and correct seating.
3. Check clutch release spring for distortion and cracks. Install a new spring (including the wave spring) if distorted or cracked.
4. Inspect the composition clutch plates, steel clutch plates and clutch pressure plate for worn or scored bearing surfaces. Install new parts if they are deeply scored or burred.
5. Check the clutch plates for flatness and fit on clutch hub serrations. Discard any plate that does not slide freely on serrations or that is not flat.
6. Check clutch hub thrust surfaces for scores and clutch hub splines for wear.
7. Remove the No. 2 forward clutch bearing.
8. Remove the reverse clutch selective retaining ring.
9. Remove the reverse clutch pack.
10. Using the special tools, compress the reverse clutch piston spring.
11. Remove the reverse clutch piston spring retaining ring.
12. Remove the reverse clutch piston spring pressure ring. Remove the reverse clutch piston spring. Remove the reverse clutch piston spring pressure ring.
13. Remove the reverse clutch piston.
14. Remove the reverse clutch piston inner and outer seals.

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1. Inspect the clutch cylinder thrust surfaces, piston bore and clutch plate serrations for scores or burrs. Minor scores or burrs may be removed with crocus cloth. Install a new clutch cylinder if badly scored or damaged.
2. Check the fluid passage in the clutch cylinder for obstructions. Clean out all fluid passages. Inspect clutch piston for scores and install new if necessary. Inspect the check balls for freedom of movement and correct seating.
3. Check the clutch release spring for distortion and cracks. Install a new spring (including wave spring) if distorted or cracked.
4. Inspect the composition clutch plates, steel clutch plates and clutch pressure plate for worn or scored bearing surfaces. Install new parts if they are deeply scored or burred.
5. Check the clutch plates for flatness and fit on the clutch hub serrations. Discard any plate that does not slide freely on serrations or that is not flat.
6. Check the clutch hub thrust surfaces for scores and clutch hub splines for wear.
7. Install a new reverse clutch piston inner and outer seals.
8. Using the special tools, install the reverse clutch piston using even pressure to push it to the bottom of the reverse clutch drum.
9. Install the reverse clutch piston spring. Install the reverse clutch piston spring pressure ring. Install the reverse clutch piston spring.
10. Using the special tools, compress the reverse clutch piston spring.
11. Install the reverse clutch piston spring retaining ring.
12. Remove the special tool.
13. Install the reverse clutch front pressure plate, clutch pack and reverse clutch rear pressure plate.
14. Install the reverse clutch pressure plate retainer snap ring.
15. Install the special tool on the reverse clutch pack. Push downward on the clutch pack. Release pressure and zero the dial indicator.
16. Using the special tool check the reverse clutch pack clearance. Lift up on the clutch pack until it fully seats against the reverse clutch pressure plate retainer. Read the dial indicator. If clearance is not within specifications, install the correct size retaining ring. SELECTIVE RETAINING RINGS Specification 1.52-1.62 mm (0.060-0.064 inch) 1.87-1.98 mm (0.074-0.078 inch) 2.23-2.33 mm (0.088-0.092 inch) 2.59-2.69 mm (0.102-0.106 inch)
17. Check the clutch for correct operation. Apply air pressure to the reverse clutch drum. The clutch should be heard and felt to work without leakage.

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MATERIAL SPECIFICATIONS

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1. Inspect the clutch cylinder thrust surfaces, piston bore and clutch plate serrations for scores or burrs. Minor scores or burrs may be removed with crocus cloth. Install a new clutch cylinder if it is badly scored or damaged.
2. Check the fluid passage in the clutch cylinder for obstructions. Clean out all the fluid passages. Inspect the clutch piston for scores and install a new piston if necessary. Inspect check balls for freedom of movement and correct seating.
3. Check the clutch release spring for distortion and cracks. Install a new spring (including wave spring) if distorted or cracked.
4. Inspect the composition clutch plates, steel clutch plates and clutch pressure plate for worn or scored bearing surfaces. Install new parts if they are deeply scored or burred.
5. Check the clutch plates for flatness and fit on clutch hub serrations. Discard any plate that does not slide freely on serrations or that is not flat.
6. Check the clutch hub thrust surfaces for scores and clutch hub splines for wear.
7. Remove the forward clutch hub and the No. 3 forward clutch hub front bearing.
8. Remove the forward clutch pack selective retaining ring.
9. Remove the following components. Remove the pressure plate. Remove the clutch pack. Remove the pressure spring.
10. Using the special tool, remove the forward clutch retaining ring.
11. Slowly release the press and remove the forward clutch from the press.
12. Remove the forward clutch retainer and the return spring.
13. Remove the forward clutch piston.
14. Remove the inner and outer forward clutch piston seals.
15. Remove the forward clutch input shaft seals.
16. Make sure the check ball in the clutch cylinder is free and clean. Check for correct seating.

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1. Inspect the clutch cylinder thrust surfaces, piston bore and clutch plate serrations for scores or burrs. Minor scores or burrs may be removed with crocus cloth. Install a new clutch cylinder if badly scored or damaged.
2. Check the fluid passage in the clutch cylinder for obstructions. Clean out all fluid passages. Inspect the clutch piston for scores and install a new piston if necessary. Inspect check balls for freedom of movement and correct seating.
3. Check the clutch release spring for distortion and cracks. Install a new spring (including the wave spring) if distorted or cracked.
4. Inspect composition clutch plates, steel clutch plates and clutch pressure plate for worn or scored bearing surfaces. Install new parts if they are deeply scored or burred.
5. Check the clutch plates for flatness and fit on the clutch hub serrations. Discard any plate that does not slide freely on serrations or that is not flat.
6. Check the clutch hub thrust surfaces for scores and the clutch hub splines for wear.
7. Install the inner and outer forward clutch piston seals. Note the direction of the sealing rings before installation.
8. Position the special tools on the clutch piston.
9. Using the special tools, install the forward clutch piston into the clutch drum. Push the piston to the bottom of the drum using even pressure.
10. Using the special tool, compress the piston return spring and install the retaining ring.
11. Slowly release the press pressure and remove the forward clutch.
12. Install the clutch pack assembly. Install the pressure ring. Install the clutch pack. Install the pressure plate.
13. Install the clutch pack retaining ring.
14. Install the special tool on the forward clutch pack. Push downward on the clutch pack. Release pressure and zero the dial indicator.
15. Using the special tool, check the clutch pack clearance. Lift up on the clutch pack until it fully seats against the clutch pressure plate retainer. Read the dial indicator. If the clearance is not within specifications, install the correct size retaining ring. SELECTIVE RETAINING RING Specification 1.52-1.62 mm (0.060-0.064 inch) 1.87-1.98 mm (0.074-0.078 inch) 2.24-2.34 mm (0.088-0.092 inch) 2.59-2.69 mm (0.102-0.106 inch)
16. Slide the two scarf-cut seals on the input shaft.
17. Install the two scarf-cut seals on the input shaft.
18. Install the No. 3 forward clutch hub front bearing and the forward clutch hub.

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1. Rotate the center support counterclockwise and lift to remove the planetary gear support.
2. Remove the planetary one-way clutch.
3. To assemble, reverse the disassembly procedure.

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1. Remove the reverse clutch sun gear assembly and the No. 4 forward clutch hub bearing and race.
2. Remove the forward clutch sun gear assembly and the No. 5 forward clutch sun gear bearing and race.

1. The forward clutch sun gear and reverse sun gear assembly are assembled as part of the transmission assembly procedure.

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MATERIAL SPECIFICATIONS

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1. Remove the ring gear snap ring.
2. Separate the ring gear and output shaft.
3. Remove the three output shaft seal rings.
4. Remove the output shaft hub snap ring and the output shaft hub.
5. Remove the two direct clutch seal rings.
6. Remove the No. 7 direct clutch inner bearing support. Remove the direct clutch hub. Remove the No. 7 direct clutch inner bearing support.
7. Inspect the clutch cylinder thrust surfaces, piston bore and clutch plate serrations for scores or burrs. Minor scores or burrs may be removed with a crocus cloth. Install a new clutch cylinder if badly scored or damaged.
8. Check the fluid passages in the clutch cylinder for obstructions. Clean out all fluid passages. Inspect the clutch piston for scores and install new if necessary. Inspect the check balls for freedom of movement and correct seating.
9. Check clutch release spring for distortion and cracks. Install a new spring (including wave spring) if distorted or cracked.
10. Inspect composition clutch plates, steel clutch plates and clutch pressure plate for worn or scored bearing surfaces. Install new parts if they are deeply scored or burred.
11. Check the clutch plates for flatness and fit on the clutch hub serrations. Discard any plate that does not slide freely on the serrations or that is not flat.
12. Check the clutch hub thrust surfaces for scores and clutch hub splines for wear.
13. Remove the direct clutch pack. Remove the selective retaining ring. Remove the direct clutch pack.
14. Using the special tool, compress the piston return spring and remove the snap ring.
15. Remove the support and spring assembly and piston.
16. Remove the inner piston seal.
17. Remove the outer piston seal.

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1. Using the special tool, install the inner piston seal. Install the seal with sealing lip facing down.
2. Install the clutch piston outer seal so that when the piston is installed, the sealing lip points toward the bottom of the cylinder.
3. Using the special tool, install the direct clutch piston.
4. Install the piston return spring and retainer assembly.
5. Using the special tool, compress the piston return spring and install the retaining ring.
6. Install the clutch pack retaining ring. Alternate external spline (steel) plates and internal spline (friction) plates, starting with a steel plate and ending with the friction plate. Install the clutch pack retaining ring.
7. Use a feeler gauge to check the clearance between the clutch pack selective retaining ring and the pressure plate. If the clearance is not within specifications, install the correct size retaining ring and recheck the clearance. SELECTIVE RETAINING RING Specification 1.52-1.62 mm (0.060-0.064 inch) 1.87-1.98 mm (0.074-0.078 inch) 2.23-2.69 mm (0.086-0.106 inch) 2.59-2.69 mm (0.102-0.106 inch)
8. Install the direct clutch hub. Install the No. 7 direct clutch inner bearing support. Install the direct clutch hub. NOTE: Inspect the output shaft bearing surfaces for scores. Inspect the output shaft splines for wear. Inspect all bushings.
9. Using the special tool install the first direct clutch seal ring.
10. Using the special tool, install the second direct clutch seal ring.
11. After both new seals have been installed, use the special tool to size the seals.
12. Install the output shaft hub. Position the output shaft hub. Install the retaining ring.
13. Install the three output shaft seal rings.
14. Install the No. 8 needle bearing on the direct clutch cylinder.
15. Assemble the direct clutch on the output shaft.
16. Align the index marks on output shaft and the output shaft ring gear and install the ring gear on the output shaft.

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MATERIAL SPECIFICATIONS

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1. Use the special tools to install the rear case bushing if removed. Position the rear case bushing and the special tool inside the case. Assemble the special tools through the back of the case.
2. Place the transmission in the vertical position.
3. Coat the No. 9 case rear bearing with petroleum jelly and install on the case boss.
4. Install the output shaft and output shaft ring gear.
5. Install the No. 8 bearing.
6. Install the direct clutch.
7. Install the reverse band support retaining ring.
8. Install the reverse band.
9. Install the planetary assembly and planetary gear support as a unit. Rotate the output shaft to fully seat the planetary assembly.
10. Install the case to the planet support spring located at the 1 o'clock position.
11. Install the center support retaining ring. Reference the retaining ring tabs to the band anchor pin location.
12. Install the forward clutch sun gear, the No. 5 forward clutch sun gear two piece bearing and the reverse sun gear.
13. Install the No. 4 forward clutch hub bearing.
14. Install the intermediate stub shaft.
15. Install the forward clutch hub and the No. 3 forward clutch hub front bearing.
16. Install the forward clutch assembly.
17. Install the reverse clutch cylinder assembly. Install the reverse clutch cylinder. Install the No. 2 forward clutch bearing.
18. Install the overdrive band. Position the overdrive band pocket onto the anchor pin.
19. Install the overdrive servo spring. Install the overdrive servo piston return spring. Install the overdrive servo piston.
20. Verify the tip of the piston assembly engages the pocket of the overdrive band.
21. Using the special tool, compress the overdrive servo assembly and install the overdrive servo retaining ring.
22. Install the intermediate clutch pressure plate.
23. Install the intermediate clutch pack and selective steel plate.
24. Using the special tool, check the intermediate clutch clearance. Position the special tool on the pump case mounting surface. Maintaining downward pressure, use a depth micrometer to measure and verify intermediate clutch clearance is within specification. If the intermediate clutch is not within specification, install a correct selective plate. SELECTIVE STEEL PLATES Specification 1.80-1.70 mm (0.071 -0.067 inch) 2.05-1.95 mm (0.081 -0.077 inch) 2.31 -2.20 mm (0.091 -0.087 inch) 2.56-2.46 mm (0.101 -0.097 inch)
25. Using the special tool, measure end clearance for the No.1 front pump thrust washer. Position the special tool on the pump case mounting surface. Maintaining downward pressure, use a depth micrometer to measure end play clearance. Use the No.1 thrust washer chart to select the correct washer. NO.1 THRUST WASHER THICKNESS Depth Thickness Color Code 37.706-38.184 mm (1.485-1.503 inch) 1.270-1.372 mm (0.050-0.054 inch) Green 38.185-38.641 mm (1.504-1.521 inch) 1.727-1.829 mm (0.068-0.072 inch) Yellow 38.642-39.073 mm (1.522-1.538 inch) 2.159-2.261 mm (0.085-0.089 inch) Natural 39.074-39.505 mm (1.539-1.555 inch) 2.591 -2.692 mm (0.102-0.106 inch) Red 39.506-40.165 mm (1.556-1.581 inch) 3.023-3.124 mm (0.119-0.123 inch) Blue
26. Install the intermediate anti-rattle clip, if equipped.
27. Install the intermediate clutch return spring support with the lip facing upward and place the wave spring on the retainer.
28. Install the No.1 front pump support thrust washer. Use petroleum jelly to hold the washer in place.
29. Install an alignment pin at the top of the case.
30. Install the pump gasket.
31. Install the pump assembly.
32. Remove the alignment pin and install the front pump bolts. Alternate bolt tightening to set the pump.
33. Rotate the transmission to the horizontal position.
34. Install the parking pawl. Position the parking pawl return spring. Position the parking pawl. Install the parking pawl shaft.
35. Install a new extension housing gasket and the extension housing. Position the extension housing. Install the four bolts and two nuts.
36. Using the special tool, install a new extension housing seal.
37. Install the output shaft speed (OSS) sensor and the turbine shaft speed (TSS) sensor plug. Install the OSS speed sensor. Install the OSS speed sensor bolt. Install the TSS speed sensor plug. Install the TSS speed sensor plug bolt.
38. Install the EPC solenoid and loosely install the EPC solenoid bracket and bolt.
39. Using the special tool, install the manual control lever seal.
40. Install the manual valve detent lever and parking lever actuating rod.
41. Install the manual control lever shaft. Slide the manual control shaft into the case. Install the manual lever shaft inner nut. Install the manual lever shaft retaining pin.
42. Install the 1-2 accumulator piston assembly. Install the 1-2 accumulator upper spring. Install the 1-2 accumulator. Install the 1-2 accumulator lower spring. Install the 1-2 accumulator cover and seal.
43. Install the 1 -2 accumulator retaining ring.
44. Install the reverse servo piston and rod assembly.
45. Install the special tool. Tighten the bolt.
46. Install the special tool. Position the indicator stem on the flat portion of the reverse servo piston and zero the dial indicator.
47. Loosen the bolt until the piston stops against the tool.
48. Verify that the amount of piston travel on the dial indicator is within specification
49. If piston travel is not within specification, select and install the correct servo assembly to bring the servo piston travel within specification. One groove Two grooves Three grooves
50. Remove the special tools.
51. Install the reverse servo assembly. Install the rod. Install the piston assembly. Install the reverse servo piston cover and seal.
52. Using the special tool, install the reverse servo retaining ring. Compress the reverse band servo. Install the reverse band servo retaining ring.
53. Install the 2-3 accumulator assembly. Install the accumulator piston. Install the accumulator piston spring. Install the accumulator spring retainer.
54. Using the special tools, apply regulated air pressure to the test ports. Verify that the components are applied and released.
55. Install the electrical connector into the case.
56. Align the main control valve body alignment bolts and position the main control valve body.
57. Loosely install the 11 long main control valve body bolts.
58. Loosely install the 12 short main control valve body bolts.
59. Install the manual control valve detent lever spring and loosely install the bolt.
60. Tighten the bolts in the sequence shown.
61. Inspect the lead frame for damage. Using the special tool, check all the lead frame solenoid connections. The gauge should fit tightly and not fall out after being inserted. If the special tool passes through any lead frame connector pins or does not feel like it makes a good contact, install a new lead frame.
62. Connect the molded lead frame to the solenoids. Connect the bulkhead interconnector by pressing it in place by hand and fully seating the connector in place. Connect the EPC solenoid by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots. Connect the TCC by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots. Connect the shift solenoid SSA and SSB by pressing it in place by hand and fully seating the connector in place. Make sure that the terminals pass fully through the connector slots.
63. Install the fluid filter and seal assembly.
64. Position the pan magnet into the transmission fluid pan.
65. Install the fluid pan. Position the transmission fluid pan and gasket. Install the transmission fluid pan bolts.
66. Install the digital transmission range (TR) sensor. Install the digital TR sensor. Loosely install the digital TR bolts.
67. Using the special tool, align the digital TR sensor slots.
68. Tighten the screws in an alternating sequence.
69. Lightly lubricate the converter hub with clean automatic transmission fluid.
70. Using the special tools, install the torque converter.
71. Lubricate the torque converter pilot hub with multi-purpose grease.

MATERIAL SPECIFICATIONS

Scheme 420

Scheme 421

Scheme 422

Scheme 423

Scheme 424

Scheme 425

Scheme 426

Scheme 427

Scheme 428

Scheme 429

Scheme 430

Scheme 431

Scheme 432

Scheme 433

Scheme 434

Scheme 435

Scheme 436

Scheme 437

Scheme 438

Scheme 439

Scheme 440

Scheme 441

Scheme 442

Scheme 443

Scheme 444

Scheme 445

Scheme 446

Scheme 447

Scheme 448

Scheme 449

Scheme 450

Scheme 451

Scheme 452

1. Position and secure the transmission on a suitable high-lift transmission jack.
2. Connect the electrical connectors and install the wire harness from the transmission. Connect the digital TR sensor electrical connector. Connect the output shaft speed (OSS) sensor electrical connector. Connect the turbine shaft speed (TSS) sensor electrical connector. Connect the wire harness retainers.
3. Connect the electrical connectors. Install the catalyst monitor connector retainer to the stud. Connect the transmission solenoid body electrical connector.
4. Raise and position the transmission to the vehicle. Align the balancing marks on the converter stud and the flexplate bolt hole.
5. Install the transmission retaining bolts.
6. Install the four torque converter nuts. Rotate the crankshaft to access all the torque converter nuts.
7. Install the rubber access plug.
8. Install the transmission inspection cover. Position the transmission inspection cover. Install the two bolts. Install the bolt for the separator plate.
9. Install the fluid filler tube.
10. Install the transmission filler tube bolt.
11. Install the rear transmission insulator.
12. Position the LH side of the crossmember into the crossmember pocket and loosely install the bolts.
13. Position the RH side of the crossmember into the crossmember pocket and loosely install the bolts.
14. Tighten the LH crossmember bolts.
15. Tighten the RH crossmember bolts.
16. Install the parking cable bracket.
17. Lower the transmission onto the crossmember and install the rear transmission insulator nuts.
18. Remove the high-lift transmission jack.
19. Install the fluid cooler tubes.
20. Install the transmission fluid cooler tube bracket.
21. Connect the transmission harness connectors to the filler tube bracket.
22. Install the ground wire.
23. Install the starter and the bolts.
24. Connect the electrical connectors on the starter.
25. Install the starter motor electrical connector cap.
26. Position the RH catalytic converter assembly in place. Do not tighten the clamp at this time.
27. Install the RH exhaust flange nuts.
28. Tighten the RH exhaust clamp.
29. Connect the RH HO2S sensor connector.
30. Connect the RH catalyst monitor connector.
31. Position the LH catalytic converter assembly in place. Do not tighten the clamps at this time.
32. Install the LH exhaust flange nuts.
33. Tighten the LH exhaust clamp.
34. Connect the LH HO2S sensor connector.
35. Connect the LH catalyst monitor connector.
36. Install the shift cable bracket.
37. Slide the transmission shift linkage into the cable bracket until the tabs fully seat and connect the shift cable at the manual lever.
38. Install the driveshaft. Align the paint marks and the index marks made during removal, position the driveshaft on the transmission.
39. Install the rear driveshaft.
40. Lower the vehicle.
41. Connect the battery ground cable. For additional information, refer to «TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(/ford/crown-victoria/ii-1997-2011/remont/automatic-trans/#automatic-transmission-external-controls) .
42. Fill the transmission with clean automatic transmission fluid and inspect for correct operation.

See also:
• INTRODUCTION - CNG, FLEX-FUEL & GASOLINE
• TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS
• TRANSAXLE/TRANSMISSION COOLING
• TRANSMISSION
• SHIFT SPEEDS CHART
• DIAGNOSTICS
• SPECIAL TESTING PROCEDURES
• LEAKAGE INSPECTION
• DIAGNOSTIC TROUBLE CODE CHARTS
• PINPOINT TEST C: DIGITAL TRANSMISSION RANGE (TR) SENSOR
• PINPOINT TEST B: TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR
• PINPOINT TEST E: OUTPUT SHAFT SPEED (OSS) SENSORS
• PINPOINT TEST A: SHIFT AND TORQUE CONVERTER CLUTCH SOLENOIDS
• PINPOINT TEST D: ELECTRICAL PRESSURE CONTROL (EPC) SOLENOID
• PINPOINT TEST F: SOLENOID MECHANICAL FAILURE
• CLUTCH PRESSURE TEST
• TRANSMISSION FLUID COOLER TUBES - BACKFLUSHING AND CLEANING
• TORQUE CONVERTER CONTAMINATION INSPECTION
• FLUID PAN, GASKET AND FILTER