5r55s DIY repair

Good evening! A small addition to my review.

Three weeks ago, I had a "little" trouble. It manifested itself in the absence of 3 transmissions.

It manifested itself suddenly.The car behaved normally, but when switching from 2nd to 3rd gear, there was a "slip", but if you release the gas and press again, then 4th gear was turned on, and then, as it should be, 5th gear. There were no checks!

Given the low mileage, I categorically refused to believe in the automatic transmission breakdown.

To begin with, I decided to go to the service, check the automatic transmission oil level, but it was normal. I still didn't want to believe in a breakdown, and I went to the automatic transmission repair service on the street. Konev to check the oil level with “knowledgeable people”. The level was checked. it was normal, the oil was clean and not burnt (changed about 25 thousand km ago), but “knowledgeable people” said that it was necessary to change the valve body, the price of which was 50-60 thousand rubles, and the car would go, as the master said - “ everyone has such a problem, I've done this many times. ” Trust the person who diagnoses an automatic transmission repair worth 60 thousand + 30 thousand rubles. (for remove-put the box) from the words and eyes of the owner of the car, I did not!

We advised another well-known service on the street. December 22, where I went. The approach there is completely different. A man in a robe got behind the wheel, drove a little, then they removed the pallet and made sure with me that the oil was like new, without debris and metal shavings on a magnet. The diagnosis was already different - “the solenoid block is to blame, at the moment of switching the required solenoid does not work, and the gear does not turn on, the valve body is not to blame, it is necessary to change the solenoid block, this has already happened several times." I liked this option much more. The price of this block is 3 times lower, in the same service I ordered the original for 21 thousand rubles. with delivery in 7 days from Moscow (Exist and at the Academy from 22 to 26 thousand rubles) and replacement of 3000 rubles. I walked for a week, since I was categorically not advised to ride with this breakdown. A week has passed, a new block has come, replaced, but 3rd gear does not turn on! I called and asked what to do? They shrug their shoulders and talk. “It helped others, so we need to disassemble the automatic transmission, look for the reason, change the repair kit, we can write you down in three weeks”.

I felt quite “fun”! The money was spent, there are no 3 gears, they do not recommend driving a car, they do not give documents for such work in this service, it turns out and there is nothing to show! He left.

I drove a week like this, without third gear. The engine has a lot of power, you give a little more gas, after 2nd gear you throw off the gas and the automatic transmission switches to 4th gear. Discomfort manifested itself only in traffic jams, at a speed of 30-50, when it was still too early for fourth gear, and the second was already running out.

During this week I visited an electrician for automatic transmission and called a bunch of repair services. I had hope, what if the electrical wiring was to blame! This assumption was destroyed in 2 hours and 500 rubles, the wiring was serviceable. All calls to the service boiled down to - "Come, we will sort it out for 30 thousand rubles, and there it will be seen."

After a long reading of the 5R55S automatic transmission repair manuals and the American forums, a similar problem was found, but on a car with very high mileage and inhuman operating conditions (trailers, mountains). In the forum it was said that it is impossible to operate a car, and the reason is in the "servo piston" and "brake bands".

Although my mileage is less and my car never saw trailers, it alerted me, and I immediately, under the influence of emotions, called the automatic transmission service under the viaduct on the street. 10 l. October (I had previously heard a lot about him, but for some reason did not want to contact them) and told about his grief to a master named Vladimir. It was Saturday, they told me to come! After listening to my whole story and driving my Ford, they quickly opened the American repair manual on my computer (by the way, which I read at home), combined all the problems on the diagram and said that it was a “overrunning clutch”. Removing the automatic transmission cannot be avoided, but their work costs not 30 thousand, but 20 thousand rubles. Taking into account the expectation of Z / H, the repair period is 1 week. They also tactfully asked me - “What do I want from the renovation? Just fix the problem or make the automatic transmission in an amicable way? " On what I said - “you have to do it very well, since I am not going to sell for several more years”.

I leave my car in this service!

Three days later, I call the service. Automatic transmission removed. The real cause of the malfunction is not the "overrunning clutch", but just BRAKE BAND. STSUKA. It is made of thick metal and has the shape of a circle, there is a friction layer on the inside, and on one edge there is a metal "hook" for attaching the tape (who are interested here is the link https://my.housecope.com/wp-content/uploads/ext/2253 /remont/akpp/ystr_akpp4.php), that's what broke it. The reason is not clear, possibly aging of the metal, manufacturing defects, etc.). To my question, “what is the state of the rest of the filling of the automatic transmission” it was said that the state is “like a new one” and nothing else is needed to change, except for the brake bands (all three, for prevention), two oil seals and an oil filter! They also explained that the factory spare parts are of better quality than the repair ones from unknown manufacturers and there is no point in changing them in my case. The price of ribbons is 1600 - 1900 rubles. per piece, I don't remember the price of the filter.

In terms of the repair time, there were small reasoned hitch, it was kept within 12 days. Cost with work and Z / H 28600 rubles. The master assured that the previously replaced solenoid block was not a waste of money, because their lifespan is not as long as the entire box, which I was very happy about.

After repairs, the gearbox works perfectly, shifting is soft, as before. But here is such a paradox, after the repair, I have significantly less gasoline consumption! If you drive very fast, stand in traffic jams, constant acceleration and braking, then the consumption of more than 22.4 liters on the computer does not work, although earlier it was possible to see 27 liters in winter. Now I'm experimenting with a leisurely ride, it looks like the consumption is 19 liters. in the city on a 4 liter Ford Explorer is a reality.

What else did I do in the car:

1. I changed the dead BOSH battery - 74 Ah, for a Korean from 100 Ah.

2. Leaked right rear shock absorber (original Motorcraft). After removal, it turned out that the shock absorber rod was bent and all the oil flowed into the road like a stream. Changed the shock absorber to the same.

5-speed automatic transmission 5R55N (5R55W , 5R55S), for the modifications of which the Americans came up with the letters of the cardinal points (north-south-.), was released in 2000 and is quite common with us with the Ford Explorer and THUNDERBIRD. In addition to Ford and Lincoln, it was used on Mazda pickups in the tropics of Asia and the British put it on the Jaguar S-type for two years. In 2002, a damp box 5R55N replaced by a new submodification - 5R55W, and in 2003, after additional improvements, it came out 5R55S.

Installed on rear- and all-wheel drive vehicles with powerful engines (from 3 to 5 liters). Structurally, it belongs to the 4R44 - 4R55E family.

This family of machines grew out of the popular A4LD-E. The biggest changes, as always, are in the electrics. The valve body was changed in 2009.

In the design of the automatic transmission, electronic forced control of the torque converter lock-up is used. This complicates the operation of the system and makes it dependent on the quality of the oil. The torque converter of this machine clogs the valve body especially quickly and is the main reason for contamination of the valve body and failure of the solenoid unit (below).

The oil is changed every 50-60 tkm at the beginning of life and “as it gets dirty” at a venerable age. Also, the masters recommend for aging machines not to save on the filter (248010) and change it with every ATF oil change.

Pick up repair kits - press the button on the left.

The gearbox does not like dirty oil, and the repair of the spoiler - the torque converter is the first on the list for restoration - 248001.

And for boxes since 2002, they take another Repair Kit - 248002B. In 2009, changes were made to the valve body, the valve body gaskets received minor changes (they punched a couple of holes) and both gasket options are already included in the kit. Overol Transtec is ordered more often.

A set (one-way and conventional) clutches for different releases: before 2002 and after) - 248005.

Plastic filter 5R55W / 5R55S

248010 - Plastic, with 10mm intake 1999-2002.

248010A - with 54 mm intake (SUV) 2002+

248010B - with 33 mm intake 2003+

Brake bands Intermediate / Reverse 5R55W / 5R55S

In addition to consumables, you often have to change:

- Brake bands Intermediate - O.Drive (no. 248022A). Constructive flaw - breakage of the belt stop from skewing and vibrations. Change along with the servo piston.

The old universal brake bands from 5R55N were reinforced in 2002.

With these two tapes, the Reverse tape 248024 is usually changed.

Piston Overdrive Servo Band piston 2.900 / 73mm - # 248902A.

and 71.5 mm - No. 248907D. The piston problem is usually associated with wear and abnormal operation of the brake bands.

A more expensive replacement is to replace the one that has exhausted its not too long resource Solenoid block 5R55W / S (No. 248420B). On 5R55W / 5R55S since 2002, this solenoid block is its own and is not interchangeable with the previous modification, as Chrysler did on А604-41TE... Solenoid block for 5R55N - no. 248420.

Frequent Replacement - Output Input Speed ​​Sensors (VSSISS) - 248436.

When the valve body is overhauled, both gaskets are changed - 248320 and 248321, are included in the repair kit.

A typical 5R55 overhaul order also includes a Gasket and Seal Kit # 248002 to replace worn rings and gaskets.

The weak point here is the pump valve. Its sticking leads to a delay or no thrust at all with increasing engine speed. To repair it, Sonnax (or TransGo) repair valve is used - No. 248507.

When cleaning the pump, it is recommended to purge the problem channel each time (click on the left).

Pumps are often ordered remanufactured - 2487500. They differ depending on the version before 2002 with a sun gear OD 248610 with 24 teeth or a new version from 2002 with 38 teeth.

This is followed in descending order by less frequently replaced hardware parts that use up their resource:

- Drum Overdrive # 248550.

- Planetary Rows, O.D. 248580,

and Front / Forward Planetary Gear # 248582.

- Overdrive Clutch Separator, Overdrive 24 Elements Wide 4R44E / 55E / 5R55N / W / S, which has not changed since 1997 when it was used on A4LD automatic transmission.

This part is ordered using the A4LD automatic transmission number - 243650

Bushing kit 5R55N / 5R55W / 5R55S (5pcs)

Vibrations from overloads together with dirty oil first break the bushings, and when the pump does not have time to cope with the loss of oil through the bushings (and gaskets), oil starvation begins, which finishes off the bushings, clutches and the rest of the iron.

Most often, a set of 5 bushings is ordered - No. 248030

Valve body repairs are frequent, for the restoration of which Sonnax has released many repair kits, which is very popular in America, but so far not very much with us.

This problem is inherent in all valve bodies of the beginning of the “zero”, in which the transformer was blocked too early with strong slippage, and the drivers used aggressive acceleration too often and too rarely changed the oil and the torque converter clutch.

On older cars that have survived oil overheating and clutch combustion, it is recommended to install an additional cooling radiator. ( click on the picture on the left to see options )

The cost and availability of the items you need can be checked in the online store by clicking the number on an orange background to search for a part.

On which cars this automatic transmission family was installed:

VIKTOR NOV Jun 23, 2009 8:36 pm

Konstantin1972 09-03-08, 09:16

VIKTOR NOV Sat Jul 04, 2009 8:07 pm

alexky Sun Jul 05, 2009 10:57 am

VIKTOR NOV Wed Jul 15, 2009 8:05 pm

The nuance is that the second pulls but exceeds the speed (with slipping)
and I looked at the oil literally on the third day after the malfunction appeared
I drive carefully
not exceeding 2200 rpm when switching from first to third
cheats with minimal slippage of the second gear
I will remove the box at the end of July on the number 27

I understand that after removing the pallet I will not see anything - or part of the mechanism will be visible
or all just on top of the box.

Added after 16 minutes 51 seconds:

And during the diagnosis, the kid rang the valve for resistance
four showed about 5 ohms each and one about 20 ohms - this is normal or not (and I don’t know which valve is 20 ohms)

everyone pretends to be smart in diagnostics and take money but do not work it off
(and what for - we have a lot of suckers driving - they will pay for the fact that they approached their car)

and if possible, then you need help with the wiring diagram and mechanics, well, and probably with hydraulics in the drawings

Added after 54 minutes 34 seconds:

LOGO - NO VALVE rang, VISIBLE solenoids

Applicability of modifications of automatic transmission 5R55W, 5R55S, 5R55N:

• Ford Explorer, Mercury Mountaineer, Lincoln Aviator 4.0 SOHC, 4.6 SOHC / DOHC - 2002-2010 (5R55W, 5R55S)
• Ford Explorer Sport Trac 4.0 SOHC - 2007-up
• Ford Mustang 4.0 SOHC, 4.6 SOHC / DOHC / 3V, 3.7 DOHC (Ford Mustang) - 2005-up (5R55S)
• Lincoln LS, Ford Thunderbird 3.0 / 3.9 DOHC (Lincoln LS, Ford Thunderbird) - 2000-2002 (5R55N)
• Lincoln LS, Ford Thunderbird 3.0 / 3.9 DOHC (Lincoln LS, Ford Thunderbird) - 2003-2006 (5R55S)

Description 5R55W (5R55S, 5R55N): hydro-electronic 5-speed automatic transmission. The device consists of three planetary gearboxes, three clutches, three brake bands and two overrunning clutches. The lock-up of the torque converter is controlled by an ECU. Transmission fluid type - Mercon v... Cooling system capacity (including the torque converter) - 11.5 l-13.8 l. The cooling circuit is integrated into the engine cooling radiator, or using an external separate radiator (depending on the car model, cooling is most often organized in the Ford Explorer and Ford Mustang in this way).

Typical faults of automatic transmission Ford Explorer 5R55W (5R55S, 5R55N): lack of automatic transmission “loading” in all modes, prolonged shifting or absence of 2nd or 5th gear, prolonged shifting from 2nd to 3rd gear (often with a bump when engaging 3rd gear), in all modes of the selector position the car drives only forward, on a “cold” car, no 3rd gear (or “tight” shift), slipping or no 4th gear, delay or “double engagement” of the Reverse, no load in the “D” selector position, loading into "D" or in "R" only at high engine speeds with a shock, shock when the Reverse is turned on when the engine is running at idle speed, problems associated with blocking the torque converter

Typical fault codes, their description, and common causes of their occurrence - automatic transmission 5R55W / S / N (Ford Explorer, Lincoln Aviator, Ford Mustang):

Typical causes of faults in automatic transmission Ford Explorer 5R55W (5R55S, 5R55N): breakage of the OD or INT brake band stop, wear of the valve body and its elements, damage to the Forward clutch piston, leakage of the Direct clutch package, wear of the OD or INT servo piston seating in the box body, destruction of the OD or INT servo piston, poor-quality operation of the solenoid block, poor-quality automatic transmission filter, general wear and critical leaks in the hydraulic system of an automatic transmission, destruction of the Forward ring gear stopper, destruction of the overdrive ring gear stopper, wear or damage to the Overdrive overrunning clutch, wear of the pump pressure reducer, damage to the torque converter lock-up piston, wear of the automatic transmission pump

Diagnostics of automatic transmission Ford Explorer: computer diagnostics (Ford IDS), checking the linear and modulated pressure in the control ports of the transmission, diagnostics of electrical equipment (wiring, connectors) Break-Out-Box, diagnostics of the quality of operation of individual valves and the valve body (Valve Body) as a whole using a SONNAX vacuum tester, check the condition of the transmission fluid (with the removal of the pallet), stall test

To carry out a high-quality repair of a Ford Explorer automatic transmission, you must: conscientious troubleshooting of parts, the use of a measuring tool to control clearances in the clutches, the use of a verified torque tool, the availability of all the necessary reference documentation, the use of high-quality automatic transmission spare parts, the use of kits, materials and special devices Sonnax and TrasGo for the repair and elimination of structural defects of the automatic transmission. In most cases, it is required to replace the solenoid block, valve body separator plate, pump pressure relief valve, repair the box body

Availability of spare parts for automatic transmission Ford Explorer 5R55W (5R55S, 5R55N) - available in the warehouse of the TransLab workshop

Opportunities for tuning and refinement of the automatic transmission Ford Explorer 5R55W (5R55S, 5R55N): finalization of the valve body using kits and individual production components Sonnax , TransGo , as well as our own developments in our workshop TransLab (changing the shift delay (Shift Lag), optimizing the pressure in various circuits depending on the needs, reducing the wear of the friction elements in general, correcting the structural shortcomings of the valve body), using High Performance materials (Red Eagle friction discs, “ordinary” Kolene steel discs, using components made of high-alloy steels), chip tuning (changing any parameters of the automatic transmission using the SCT Advantage programmer), finalizing the cooling system (optimizing the temperature regime of the automatic transmission), finalizing the torque converter (changing the stall-speed of the torque converter, finalizing the torque converter in order to increase it reliability).

Average terms of overhaul of automatic transmission Ford Explorer 5R55W (5R55S, 5R55N) - 3-7 days

Additional materials on the topic of automatic transmission repair Ford Explorer on our website:

Greetings to all participants of this forum, I ask for support, advice and help!

So .. Before I removed and disassembled the box, the car (Explorer ’04 years 4 liters, mileage 100,000 miles) drove almost normally. Disturbed only by a dull blow (push) when switching from 2 to 3 and from 3 to 2 gears. The nuisance is very noticeable in the heat, a long drive in a traffic jam at low revs. On a cold box and with decisive overclocking - almost the norm. Normally starts at idle back and forth. Switching from D to R and vice versa - about 1.5 seconds. I went to the AVTOLIK for diagnostics. A tester was connected there - no errors! But there is a blow. They were told not to take a steam bath, to drive until something falls off, as it falls off - immediately to them. In the meantime, they said, "don't worry." But I do not know how to “not take a steam bath”.

Disassembly revealed this:
the overdrive planetary is almost out of copper gear washers. Copper scales from the washers were found in the overdrive drum and on the ring gear teeth. The remains of copper lie on the valve body gasket, near the drain hole. There is no copper in the pan, but there is black metal dust on the magnet (grains cannot be felt with fingers) and obvious wear of the forward planetary. The tops of the gear teeth are sharp and the radial play in the forward ring gear is 0.6 mm. However, the unit works, albeit with a backlash.
Copper bushings are badly worn, especially on the overdrive drum. Put on the pump - lateral runout 0.8 mm.
Piston overdr. It looks good, but in the hole in the case you can see a step of work hardening of about 0.1 mm (there is nothing to measure - alas!) Another oddity. When disassembling, I could not immediately take out the overdrive planetary - the OD servo piston rod protruding inside the box interfered. I had to remove the piston first, although this is not required according to the manual.
Bands, friction clutches and other parts without signs of wear. The body and the pallet have a slight dark coating. (Easily removable with a cloth)

Now three very important questions for me:

1) Is it possible to replace copper bushings normally in garage conditions?

2) Where in Moscow to plug the holes for the INT and OD servo pistons?

3) How to check the condition of the GT?
here it should be noted that there were no complaints in the movement to the GT, but on the American forum they wrote and showed a video that to check the GT, you need to turn it upside down, insert the pump and the turbine shaft and turn it. Everything should rotate easily. I did so, and I have a LEG pump casing on the GT casing. In the manual, it is drawn that the pump cannot lie on the GT, inside the pump pipe must rest against the turbine, but I lay down. Either the drawing in the manual is not to scale, or what am I doing wrong?

Automatic transmission of this type was used in the design of the car Ford Explorer 2002-2008

Description of automatic transmission 5R55W (5R55S, 5R55E, 5R55N): hydro-electronic 5-speed automatic transmission.

The structure of the device: planetary gear, three clutches, three brake bands and two overrunning clutches.

The converter lock-up is controlled by an ECU. The transmission fluid is Mercon (c) MerconV.System capacity (including torque converter) - 11.5 liters. (12.3 l.). Cooling circuit - integrated into the engine cooling radiator or organized using an external separate automatic transmission radiator.

Typical faults in the automatic transmission Ford Explorer 5R55W (5R55S, 5R55E, 5R55N): there is no automatic transmission “loading” in all modes, prolonged shift or no 2nd or 5th gear, prolonged shift from 2nd to 3rd gear (usually with shock when turning on the 3rd gear), in all modes of the automatic transmission selector position the car only drives forward, on a “cold” car there is no 3rd gear (or “tight” shift), the 4th gear slips or is absent.

Typical causes of faults in automatic transmission Ford Explorer 5R55W (5R55S, 5R55E, 5R55N): breakage of the brake band stop, wear of the automatic transmission control unit and its elements, destruction of the Forward clutch drum, destruction of the Direct clutch drum, wear of the OD or INT servo piston landing in the automatic transmission housing, destruction of the servo piston OD or INT.

To carry out a high-quality repair of an automatic transmission Ford Explorer, it is necessary: ​​conscientious troubleshooting of automatic transmission parts, the use of a measuring tool to control the clearances in the clutches, the use of a verified torque tool, the availability of all necessary reference documentation, the use of high-quality automatic transmission spare parts, the use of Sonnax and TrasGo kits to eliminate structural defects in the automatic transmission. In most cases, it is required to replace the automatic transmission solenoid block, automatic transmission valve body separator plate, automatic transmission pump pressure relief valve.

Average terms of overhaul of automatic transmission Ford Explorer 5R55W (5R55S, 5R55E, 5R55N) - 3-7 days.

For more information on the repair of an automatic transmission of type 5R55W (5R55S, 5R55E, 5R55N), please contact the phones indicated on the website.

So:
Before buying an American car with automatic transmission, GGB of the Internet was studied and a lot of questions from users of amerikosov were asked, in general, it was decided to take a 4.0 liter Ford Explorer, 160 horses. I didn't poke around a lot, I chose a decent option in my opinion and brought home this joy. The prevailing opinion is that the machine is a complete pease. and in the repair, the popos were terrifying. But all fears were deposited somewhere deep and somewhere deeply consciousness was preparing for this surprise. ...
a year of owning a Ford passed, everything worked well, the car drove, gasoline was poured, the gearbox began to kick, dull when switching from R to D (there was a delay). here it is, it started thinking and began to study the manual.
... new year, "syndrome" and now I'm going home with a flashing O / D lamp and a stuck gearbox in 3rd gear. internet, garage, terminal from the battery, in the morning the lamp is off, great, warming up, food. No, she's in 3rd gear, I got a tryndet, I'm studying the cost of boxes 45-60 sput, (not a fun prospect), I'm going to Oleg's service for a lens (“Oleg help mi

MANUAL. the car to the garage, rushed. after numerous manipulations, cleaning the workbench, garage, the car was in the pit in a tilted state for better service. distributors, unscrewed the stretcher, drained the oil, removed the distributor, disconnected all the wires from the box, unrolled the bell, the problem arose with the oil lines, tried to heat it, it did not help, I had to cut it, removed the box, the hydraulic transmission remained in place, I will unscrew it later, it was decided to replace the knee seal along the way ...

Description OEM SKU Transtar Ref # Quantity Price
Valve body gasket, upper, 4R55E 4R4 3200-AN 56320H 13777B 1 182 182
Valve body gasket, lower, 4R55E 4R4 3210-AN 56321H 13776B 1 131 131
Solenoid wiring harness, automatic transmission 4R4 9855-A F5TZ 7Z409-B 56444H 25A-210 1 1775 1775
Automatic transmission oil filter 4R4 1052-BN E6TZ 7A098-A 56010G 27800M 1 810 810
Overdrive / Intermediate brake band 5R5 128-ANN 4L5Z 7D034-AA 27320H 56022E 2 1366 2732
Shim set 4LD 5917-KN 56210K 1 576 576
Overhaul Kit, Overhaul Kit 4R4 6-ABN 56002H K27900H 1 2477 2477

The next in line is the oil pump, everything turned out to be much simpler, unscrewed, disassembled, washed, blew, changed the ring in the asterisk and assembled it with a torque wrench

Last edited by TERRANOzavr on Feb 24, 2013 11:17 pm, edited 10 times in total.

We are one of the few whose narrow specialization is the repair of automatic transmissions, and we also work directly with companies from the USA and Europe to supply ready-made transmissions and spare parts for them. Vast experience in the repair of American cars, and in particular LINCOLN, the availability of spare parts and technical documentation allows us to repair automatic transmissions with high quality, inexpensively in a short time, or, if necessary, change them to remanufactured abroad.

The abnormal behavior of the transmission does not always indicate a major overhaul, but we will consider it as the last and most expensive solution.

1. Consultation with a diagnostician by phone (495) 220-11-15 or order a call back from a specialist
2. Electronic diagnostics of all vehicle systems (free in case of subsequent repair)
3. Test drive with scanner (road test)
4. Diagnostics of pressure and quality of ATF on the lift (free of charge in case of subsequent repairs)
5. If necessary and in agreement with you, the valve body or the entire transmission is dismantled, and its defect detection is carried out in the presence of you or your representative.
6. In the event of global destruction, and the presence of a corresponding automatic transmission in the warehouse, a replacement is made, or repairs are made after agreeing on the amount of repair with you.

Prices may be higher in cases of damage to the housing, planetary gears or pump.

Prices are indicated with valve block prophylaxis. For repair or replacement of the valve body, the price is calculated separately.

In the case of installing a ready-made automatic transmission outside our service, for some types of automatic transmissions, an adaptation of the control unit is required, it is not included in the price.

Eugene, Kashira. Lincoln Navigator 2006. The box is six-speed. The car does not go forward at all. Initially there were shocks and shocks on gears 2-3, 1-2, as well as a very strong hit 2-1, from Parking on Drive, and from Parking on Reverse, a noticeable shock. With further operation, it does not go forward, when it goes backward, the feeling is that it knocks out speed as if on mechanics. I own a car recently, the problem itself manifested itself a month ago and progressed to this state.

Answer: It is too early to talk about the cause and effect, but most likely your car is equipped with a ZF transmission, probably 6НР26 or 6НР28. These transmissions are characterized by troubles with mechatronics, which manifest themselves precisely in jerks and jerks in the lower gears, but to admit honestly not until a complete stop and lack of movement.
First, you need to make computer diagnostics, and read the errors (if any) in case of repair, this procedure is, for example, free of charge, and also check the level and quality of the oil in the transmission. We recommend using the services of our free tow truck in case of repair. Never tow the vehicle.

Diagnostics revealed a number of errors, including the main "mismatch between the gear ratios of incoming and outgoing revolutions." Repair or replacement of mechatronics is the basis for the repair of ZF6HP26, but in this case only this operation of "repairing the control unit" was not enough. The damage was serious, since a powerful American engine left no chance for an elegant German gearbox, it required replacement of the gearbox oil pump, input shaft with a drum, steel forward discs, a complete original set of friction discs, steel discs of the "overdrive" package with a supporting disc, piston overdrive and filter. The transmission is assembled on the original ZF gaskets and seals. The torque converter was repaired. The amount of the repair did not exceed 79 thousand, and the terms were 3 days. A year warranty issued.

Vasily, Staraya Kupavna. Lincoln Navigator 2000 The car is not young, I understand, but two years ago the previous owner repaired the box, here are the problems again: there is a push from third to fourth gear and from the parking lot to reverse, after which the gearbox shifts to one speed (it seems the third, i.e.does not pull the car and does not change gears either up or down), was at a friend's place for diagnostics, a scanner was connected, the verdict was “not matching gears”. We don't have repair specialists, it's impossible to drive like that, something needs to be done ...

Answer: To be sure, you need to check the condition of the oil in the box, but if you have not changed it since the previous repair, then a major overhaul is most likely. In more rare cases, for 4R100 boxes in the early stages of the onset of the problem, replacing the line pressure solenoids helps. We recommend using our tow truck and deliver the car to our service. This transmission has been thoroughly studied by us and all spare parts are available. You can pick up the car in a couple of days.

As expected, the quality of the oil signaled a bulkhead, badly burnt, with elements of fine shavings. Autopsy and troubleshooting confirmed the need to replace the friction discs, steel discs of the "forward" and "overdrive" package, as well as the supporting discs of these packages. Presumably, the problem began with the torque converter, which was necessarily repaired by us. Without fail, the gearbox is assembled on a new gasket set, with the installation of a new filter. The price of the overhaul did not exceed 65 thousand, and the repair period was 3 days. A year warranty issued.

Automatic transmission Lincoln - the unit is quite comfortable and unpretentious, which does not distract the driver from the movement, this can be appreciated by every motorist. But, even with all its advantages, such as a long service life and a high degree of reliability, the Lincoln automatic transmission completely fails or comes into a state of partial failure. In both cases, repairing a Lincoln automatic transmission is simply inevitable. With the slightest signs of a malfunction in the Lincoln automatic transmission, you need to contact a specialized Lincoln automatic transmission repair service as soon as possible.

The following automatic transmissions are installed on Lincoln automatic transmissions: 5R55S, 4R100, C-4, C-6, AOD, AXODE, 5R55N, AX4N, 4R70W, E4OD.

When repairing a Lincoln automatic transmission, only the best quality spare parts and consumables are used. Our Lincoln automatic transmission repair service uses products from well-known manufacturers ZF, TRANSTAR, AUTOLINE, BORG WARNR, PRECISION, SONNAX, ALTO, DYNAX, FILTRAN, SLAUSSON, ALLISON, TRANSTEC, BRICO.

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