Ford Workshop Service and Repair Manuals

The individual ratios are achieved through two planetary gear sets connected one behind the other.

The individual components of the planetary gear sets are driven or held by means of three multiplate clutches, a multiplate brake, a brake band and a roller one-way clutch.

The torque is transmitted to the final drive assembly through an intermediate gear stage.

The fluid is changed as directed by the Scheduled Maintenance Guide that is supplied with the vehicle.

The electrical and hydraulic functions are carried out by a 104-pin EEC V powertrain control module.

The manual selector lever gives the driver a choice of "P", "R", "N", "1", "2" and "D".

In drive range "D" it is also possible to operate an O/D switch on the manual selector lever to prevent the transmission shifting into 4th gear or to shift down to 3rd gear.

To minimize fuel consumption, the torque converter lock-up clutch is closed by the PCM in 3rd and 4th gears depending on the throttle position and vehicle speed.

The transmission has electronic synchronous shift control (ESSC) which guarantees extremely smooth gear shifting over the entire life of the transmission.

A hydraulic emergency operating program maintains limited operation in the event of failure of important electrical components.

The transmission can be tested using FDS2000 or WDS through the data link connector (DLC), in the passenger compartment.

• 1st gear: 2.816 : 1
• 2nd gear: 1.498 : 1
• 3rd gear: 1.000 : 1
• 4th gear: 0.726 : 1
• Reverse gear: 2.649 : 1

Converter housing with converter assembly and fluid pump assembly

Forward clutch

Differential assembly and final drive input - vehicles built up to 06/2000

Differential assembly and final drive input - vehicles built 06/2000 onwards

Clutches and planet gears

Clutches and band

Main control assembly

Case assembly

Seals, rings and gaskets

Snap rings

Bearings, bushings and thrust washers

Range Selection

The transaxle range selector has six positions: P, R, N, D, 2, 1.

Manual selector lever position "P"

In manual selector lever position "P" no gear is selected. The parking pawl is engaged manually by the manual selector lever cable and the shift shaft.

For safety reasons always apply the parking brake whenever the vehicle is parked.

Manual selector lever position "R"

In manual selector lever position "R" reverse gear is selected. REVERSE allows the vehicle to be operated in a rearward direction, at a reduced gear ratio.

Manual selector lever position "N"

In manual selector lever position "N" no gear is selected. The drive line is not locked, so the wheels are free to rotate.

The vehicle may be started in NEUTRAL.

Manual selector lever position "D"

In manual selector lever position "D" and when the O/D switch is not pressed, the transmission control allows all the gears to be selected. When the O/D switch is pressed, shifting into 4th gear is prevented or the transmission shifts down to 3rd gear.

Manual selector lever position "1"

In manual selector lever position "1" only first gear is selected. In addition to the 1st gear one-way clutch the transmission control closes the reverse gear brake to produce engine braking effect in overrun.

If the manual selector lever is moved to position "1" at an excessive vehicle speed for 1st gear, the transmission control only allows the downshift to take place when the corresponding vehicle speed has been reached.

Manual selector lever position "2"

In manual selector lever position "2" only 2nd gear is selected. The transmission control does not allow shifting into 1st gear.

If the manual selector lever is moved to position "2" at an excessive vehicle speed for 2nd gear, the transmission control only allows the downshift to take place when the corresponding vehicle speed has been reached.

Overview of construction and function

Torque converter and torque converter lock-up clutch

The torque converter transmits engine torque hydraulically to the transmission input shaft.

The stator boosts the torque to the input shaft (approximately 85 % difference in speed between the impeller and the turbine).

The stator is made of synthetic resin to reduce weight.

To increase the efficiency of the automatic transmission, the torque converter has an apply clutch. When the torque converter lock-up clutch is closed, the torque is transmitted directly from the crankshaft through the torque converter housing to the transmission input shaft.

The torque converter clutch is applied hydraulically by the PCM by means of the solenoid valves in the valve body in 3rd and 4th gears. Apply is dependent on the throttle position, vehicle speed and manual selector lever position.

Oil pump and stator support

The fluid pump is a crescent gear pump and is driven directly from the crankshaft by means of drivers on the converter impeller hub. The fluid pump is bolted to the transmission housing.

The stator support is part of the fluid pump. Splines on the support locate and hold the converters stator.

Planetary gear sets

The individual gears are shifted by means of two planetary gear sets connected one behind the other.

Clutches and bands

The individual ratios are selected by means of four multiplate clutches, a brake band and a roller one-way clutch.

The components are controlled by the PCM through pulse width modulation (PWM) solenoid valves.

Valve body

The valve body contains six solenoid valves:

• three PWM solenoid valves (pulse width modulation solenoid valves,
• two shift solenoid (on/off) valves,
• one main regulating valve (variable force solenoid).

The individual clutches and bands are supplied pressure from the PWM solenoid valves and the shift solenoid (on/off) valves and thus the gears are shifted.

The PWM solenoid valves allow direct actuation of the clutches and bands to ensure extremely smooth gear shifting through precise pressure regulation.

The shift solenoid (on/off) valves switch the hydraulic path to the clutches and bands, reducing the number of required modulating valves.

The main regulating valve (variable force solenoid) ensures that sufficient hydraulic pressure is available in all operating conditions.

PWM solenoid valves 1-3

PWM solenoid valves 1, 2 and 3 control the pressure to the bands and clutches.

Shift solenoid (on/off) valves 1 and 2

The shift solenoid (on/off) valves switch the different oil passages in the valve body to direct the pressure to the individual clutches and bands.

The use of the shift solenoid valves are needed for direct actuation of the individual clutches and bands.

Main regulating valve

The main regulating valve (variable force solenoid) controls the required main line pressure for the individual transmission ranges.

The main line pressure is controlled dependent on the current engine load.

Internal shift mechanism

The shift lever is secured on a square on the manual shaft. Axial movement of the selector lever cable is changed into rotation of the manual shaft.

In the transmission the manual shaft operates the parking pawl engaging lever and the actuating lever of the manual valve.

The manual valve, a valve operated entirely manually, is moved by means of the manual valve actuating lever in the valve body.

The manual valve guarantees the functions during hydraulic emergency operation.

External shift mechanism

The transmission end of the manual selector lever cable is attached to a ball on the lever on the manual shaft.

The cable abutments are secured to the transmission housing, and then to the bracket of the manual selector lever.

The adjuster for the manual selector lever cable is located at the transmission side of the sheath.

At the manual selector lever end the cable is clipped onto a ball.

Intermediate gear stage and final drive assembly

The final drive input gear is splined to the planet carrier of the front planetary gear set and drives the transfer shaft input gear of the intermediate gear stage.

The transfer shaft output gear of the intermediate gear stage drives the final drive assembly.

The torque is transmitted to the halfshafts through the final drive assembly.

The differential offsets differences in speed of rotation of the halfshafts.

The intermediate gear stage is designed so that the final drive ratio can be adapted to requirements when the automatic transmission is used in conjunction with different engines.

Overview transmission control

Powertrain control module (PCM)

The PCM is located under the trim panel on the right-hand A-pillar.

On vehicles with automatic transmission the EEC V PCM controls the transmission in addition to the engine management system. In this case a module with 104 pins is used.

The PCM evaluates the incoming signals from the individual sensors and actuates the solenoid valves in the valve body of the transmission directly according to the operating state.

Diagnostic checks can be carried out on the transmission through the data link connector (DLC) above the central junction box (CJB).

Emergency operating program

If correct gear shifting can no longer be guaranteed due to failure of certain signals, the PCM changes to an emergency operating program.

The driver is informed of the operation of the emergency operating program by the illumination of the powertrain warning indicator in the instrument cluster.

Continued motoring is guaranteed in the following limited conditions:

• maximum main line pressure.
• 3rd gear in manual selector lever positions "D", "2" and "1" without the torque converter lock-up clutch.,
• reverse gear in manual selector lever position "R".

Electronic synchronous shift control (ESSC)

Control of shift operations

During a shift operation certain elements are released while others are actuated. Ideally this process takes place simultaneously (synchronously) to avoid jerky gear shifting.

The time for the shift operation should remain within the time limits provided.

When the shift operation is controlled conventionally, the pressure build up and reduction at the shift elements are set and defined for ideal conditions (synchronous shifting).

As there is no way of influencing the control in the event of different levels of wear in the shift elements, when the transmission has been used for a fairly high mileage it is possible that the pressure build up and reduction may no longer be synchronous.

The result or premature pressure reduction at the element to be switched off is an unwanted rise in the turbine shaft speed as the element to be switched on cannot transmit the input torque.

The result of delayed pressure reduction at the element to be switched off is an unwanted decrease in the turbine shaft speed as both shift elements transmit the input torque. In the process the torque is transmitted to the transmission housing through internal locking.

In both cases a jerk will be felt during the shift operation.

In addition, wear in the shift elements leads to a lengthening of the shift operation. Therefore, shifting takes longer when the transmission has accumulated a higher mileage.

Control of shift operations with ESSC

In the 4F27E automatic transmission electronic synchronous shift control (ESSC) is used.

ESSC monitors the shift operations and is able to adapt to the wear in the shift elements over the life of the transmission.

This is possible since the shift elements are actuated by modulating valves.

The system monitors the shift time whether the shift operation is synchronous.

If the PCM detects a deviation from the stored values for the shift time and synchronization of the shift operation, the pressure build up or reduction is adapted accordingly.

Throttle position (TP) sensor

The TP sensor is located on the throttle body.

It supplies the PCM with information about the position of the throttle plate.

It also detects the speed of actuation of the throttle plate.

The PCM uses the signals for the following functions among other things:

• to determine the shift timing,
• to control the main line pressure,
• to control the torque converter lock-up clutch,
• for kickdown.

In case of absence of the TP signal the engine control uses the signals of the MAF and IAT sensors as a substitute signal. The main line pressure is increased and hard shifts may occur.

Mass air flow (MAF) and intake air temperature (IAT) sensor

The MAF sensor is located between the air cleaner housing and the air intake hose leading to the throttle housing.

The IAT sensor is incorporated in the housing of the MAF sensor.

The MAF sensor in conjunction with the IAT sensor provides the PCM with the primary load signal.

The PCM uses the signals for the following functions among other things:

• to control the shift operations,
• to control the main line pressure.

If the MAF sensor fails, the signal of the TP sensor is used as a substitute.

Crankshaft position (CKP) Sensor

The CKP sensor is located on the engine/transmission flange.

The CKP sensor is an inductive sensor which provides the PCM with information about the engine speed and position of the crankshaft.

The signal is used for the following functions among other things:

• to control the torque converter lock-up clutch,
• to check the torque converter slip,
• to control the main line pressure.

No substitute signal is available for the CKP sensor. If the signal is not present, the engine stops.

Turbine shaft speed (TSS) sensor

The TSS sensor is located in the transmission housing over the transmission input shaft.

The TSS sensor is an inductive sensor which senses the speed of rotation of the transmission input shaft.

The signal is used for the following functions:

• to control the shift operations,
• to control the torque converter clutch,
• to check the torque converter slip.

If the TSS sensor fails, the signal of the output shaft speed (OSS) sensor is used as a substitute signal.

Output shaft speed (OSS) sensor

The OSS sensor is located in the transmission housing above the rotor in the differential.

The OSS sensor is an inductive sensor which detects the vehicle speed by means of a rotor on the differential.

The signal is used for the following functions among other things:

• to determine the shift timing,
• to supply the vehicle speed input signal for the PCM.

If the OSS sensor fails, the signal of the TSS sensor is used as a substitute signal.

Transmission range (TR) sensor

The TR sensor is located on the manual shaft on the transmission housing.

When the manual shaft is moved by means of the manual selector lever cable, an engagement pin in the inner ring of the TR sensor moves through the different positions. The signals are transmitted to the PCM, the reversing lamps and the starter inhibitor relay.

NOTE:Correct operation of the TR sensor is only guaranteed when the manual selector lever cable is adjusted correctly.

The signals of the TR sensor are used for the following functions:

• to recognize the manual selector lever position,
• to actuate the starter inhibitor relay,
• to actuate the reversing lamps,

No substitute signal is available for the TR sensor.

If the connection is cut the vehicle cannot be started.

Stoplamp switch

The brake pedal position (BPP) switch is mounted on the brake pedal bracket.

It switches the stoplights on and tells the EEC V PCM when the brakes are applied.

The signal of the stoplamp switch is used by the PCM for the following functions:

• to release the torque converter lock-up clutch when the brake pedal is depressed,
• to switch off the manual selector lever shift lock when the brake pedal is depressed in "P".

No substitute signal is available for the BPP switch.

If the connection to the BPP switch is cut the manual selector lever cannot be moved out of "P".

Transmission fluid temperature (TFT) sensor

The TFT sensor is located on the internal wiring harness to the solenoid valves in the fluid pan.

It is a resistor and measures the transmission fluid temperature.

The transmission fluid temperature is used by the PCM for the following functions:

• Applying the torque converter clutch is not permitted until the transmission fluid reaches a certain temperature,
• engagement of 4th gear is prevented in extreme sub-zero temperatures until the normal operating temperature is reached,
• if the transmission fluid temperature is excessive, a pre-set fixed shift curve is selected and the torque converter lock-up clutch is closed in "2", "3" and "4"; of the transmission warning indicator is activated. No substitute signal is available for the TFT sensor.

Overdrive (O/D) switch

The O/D switch transmits a signal to the PCM to select or suppress 4th gear in manual selector lever position "D".

The signal of the O/D switch is used for the following functions:

• as an input signal to convey the drivers' wishes to the PCM.
• to display the drivers' wishes with the O/D indicator in the instrument cluster.

No substitute signal is available for the O/D switch. If it should fail, it is always possible to shift into 4th gear in manual selector lever position "D".

Manual selector lever shift lock solenoid

When the ignition is switched on, the manual selector lever shift lock solenoid is actuated by depressing the brake (signal from the stoplamp switch). This retracts the locking pin so that he manual selector lever can be moved out of position "P".

Substitute function

If the brake signal should fail due to a malfunction, manual unlocking is possible.

For this the cover of the release mechanism must be removed and a suitable object (ignition key) pressed into the opening until the manual selector lever can be moved out of position "P".

NOTE:If "P" is selected again the manual selector lever is locked again.

Air conditioning

If the PCM registers a kickdown signal (WOT, throttle plate opened 95 %), the air conditioning is switched off for a maximum of 15 seconds.

Starter inhibitor relay

The relay prevents the engine starting in manual selector lever positions "R", "D", "2" and "1".

The relay obtains the information about the position of the selector lever direct from the TR sensor.

Ignition key lock solenoid

The solenoid is incorporated in the ignition lock. In manual selector lever position "P" the ground connection to the solenoid is cut. The locking pin does not engage in the ignition lock.

In all the other manual selector lever positions the ground connection to the solenoid is closed and the locking pin engages in the ignition lock.

When the manual selector lever is not in position "P", removal of the ignition key is prevented.

O/D indicator

The O/D indicator is located in the instrument cluster and is colored green.

It tells the driver that shifting into 4th gear is prevented by the transmission control.

Powertrain warning indicator

The powertrain warning indicator is located in the instrument cluster and is colored orange.

It lights to tell the driver that the transmission control has switched to the emergency operating program or that the transmission fluid temperature is too high.