The specified stall speed limits in my 2002 Explorer shop manual are 2557-3036 rpm for the 4. This is why racers frequently have torque converters with stall speeds of 3500 to 3800 rpm or even higher. The photo below shows the flexplate adapter attached to the torque converter and the components. Apply oil comes up through the servo pin bore and through the hollow pin applying the servo. This new system also furnishes a built in cooler bypass system that if the unit is extremely cold when fluid starts to gel or in the event the cooler is blocked or restricted, flow to the parts still occurs - protecting your transmission. No special tools or reaming is required to install the kit.
Some sensors may not be reported by the vehicle. However, the cost of the tool kit is not justified for a one time use. A stock 2004 Explorer pan is shown below. Operating at 220 degrees can cut transmission life in half. Unfortunately, most of the kits available fail to list the included parts and I'm not familiar enough with the transmission to recognize them.
This requires the pin to seal in the servo pin bore, as well as the release oil that both servos require. That does sound pretty excessive. These are just a couple of most common problems seen on these transmissions, but not all these problems may have this problem. An adapter plate mates the 8 bolt torque converter to the stock 4 bolt flexplate. My testing with a remote sensing thermometer indicate that the radiator temperature is typically around 150 degrees even when the engine thermostat is fully open for maximum engine cooling. A stock 2003-2004 Mach 1's torque only increases about 7 ft-lbs when engine speed increases from 2500 to 3300 rpms but increases another 18 ft-lbs when engine speed increases to 3600 rpm. It can even be performed with the transmission still mounted in the vehicle.
As the servo leaks, which will result in a pressure loss, it lacks the pressure to hold the band completely applied or release it fast enough to prevent the band from being burned up. Many aftermarket transmission kits include parts and instructions to modify the valve body to force the external cooling loop control valve to remain open. There must be some sort of fixture. There are a variety of ways to do it, but I wouldn't want to do it without a mill to maintain alignment. Excess heat is probably the biggest enemy of the 5R55S transmission. Features increased lubrication flow and strength with a resized diameter that provides optimum stress distribution along the entire length of shaft and along the extended high gear splines to the oil ring.
The kit is listed on the Sonnax website but I haven't found any seller. The UltraGauge is taller and the controls are located on the back. A die grinder can be used to add about 0. Some shift kits increase the line pressure to make shifts more firm and to reduce slippage which can extend the life of the bands and clutches. This heavy duty, extra capacity Ford transmission pan fits the 5R55N, 5R55S, and 5R55W transmissions found on Mustangs, Explorers, and similar vehicles. Sonnax remanufactured valve bodies are backed by a Limited Lifetime Warranty. So the transmission is about due for a complete rebuild even though I didn't detect any upshift or downshift issues when I test drove the Limited and agreed to buy it.
Having a proper diagnostic by qualified techs will eliminate the guess work and save you major expenses in the repair, rebuilding, or replacement of these transmissions. Hiram Gutierrez did a video or several on that process. Because the 5R55S was used in the mid 2000 year Mustangs there is a lot of documentation on their weaknesses and how to make them more robust. The only thing the seller remembers being done to the transmission since the vehicle was purchased new by her parents was fixing the overdrive when it quit working. Warranties for a used transmission is only 30 days, 60 days, 90 days or 6 months.
The combination is claimed to achieve shorter shifts and increased torque capacity without creating low-speed harshness. Excess engine speed flares during upshift or downshift increase the risk of failure and one work-around is to alter the tune to reduce spark advance during upshifts with torque reduction. A design flaw in my opinion of all the 5R55 transmissions and many others is the lack of a line pressure sensor. Have you been able to determine how much the extra 4 quarts of fluid has lowered the normal operating temperature of the transmission? What surprises me is that the Aviator engine with the same transmission has a slightly lower stall speed than the Explorer. But it can simultaneously display eight pids. It's 4mm thick centerplate provides a solid foundation. A custom tune greatly improved my driving pleasure even though there was 150K miles on the odometer.
It was the first 5-speed automatic transmission to be employed by an American automaker. The 5R55W appeared in models of the Ford Explorer and Ford Ranger from 11. The overdrive servo bore will usually have more wear due to it being used for second and fifth gear. However, there are very few sellers with new ones in stock. The large ratio boost valve provides higher pressure incrementally and when it is needed the most. With rare exceptions the pumps for sale are remanufactured stock units.