![]() The first Ford SUV derived from a car platform, the Escape was slotted below the Ford Explorer in size the Escape is currently sized between the Ford EcoSport and Ford Edge. The Ford Escape is a compact crossover SUV sold by Ford since the 2001 model year. Goes to show, even when a transmission is on the downward slide, the OEM can always add a tweak.Ford Territory (Middle East, South America, Philippines and Vietnam) ![]() Note there is no spacer plate as with the roller clutch design. Lastly, install the diode and snap ring with the snap-ring gap in the correct position. The next item in the stack up is the additional thin-waved spring that fits between the selective steel and mechanical diode. Identification is possible by the notches on one tab ( Figure 5A). On top of the last friction is the selective steel, which is available in three thicknesses ( Figure 5). The thick spring now goes next to the low/reverse piston, followed by the alternating regular steels and frictions. Not only are there two springs but the stack up changed as well. Ford apparently wanted a little more cushion during apply in reverse and manual low. The actual cushion spring is thick like the roller-clutch design ( Figure 4A). Both springs are the same diameter ( Figure 4). The springs are not the same, however, at least in thickness. The low/reverse clutch arrangement for the diode design also changed in regard to the waved cushion spring by adding a second one. As with the low-roller clutch, when installed correctly, the diode inner race will rotate clockwise. In addition, there are three rubber inserts that act as anti-rattle springs to prevent noise ( Figure 3A). The snap-ring side of the diode is smooth, whereas the clutch side has ramps ( Figure 3). The mechanical diode is a complete assembly that cannot be taken apart and must also be installed correctly. Not only did this upgrade affect the OWC positioning, it also affected the low/reverse clutch stack up. The last item is a spacer plate that fits between the OWC and snap ring ( Figure 2).īeginning in late 2006, as a phase in, Ford switched from using a low-roller clutch to a mechanical diode (ratchet clutch) similar to the 98-up 4R70W intermediate diode. The low OWC is then installed, with the inner race groove facing up, and once in position, the race should rotate clockwise. Next, install the low/reverse waved cushion spring. After installing the piston, install a regular steel and friction, times how many are required, ending with selective steel (pressure plate). Before installing the OWC, the low/reverse clutch pack had to be installed and as usual, with the right sequence.įord also uses a specific procedure to determine the proper clearance however, rebuilders developed their own ways to check clutch clearance. Considering what it did, the low OWC was a monster, diameter wise, and needed to be installed correctly. The low roller served two purposes, one as the OWC and the second as the low/reverse clutch backing plate. For some reason, however, in the 11th hour, Ford decided to change an item that had not been too troublesome, the low OWC (one-way clutch).įrom 1994 through 2006, the CD4E used a low-roller clutch ( Figure 1). The bulk of CD4E component upgrades occurred throughout the ’90s and early Y2K, such as the forward/direct drum, servo piston, and solenoid block. So much for perceived fixes.īeyond the failure was another unexpected wrinkle, an upgrade. Even for a 2008, it turned out to be a broken band, a problem that had been around for a long time and supposedly had been resolved. After the external stuff was checked, the unit was pulled and peeled down to see what the issue was. The vehicle was an AWD with 102,000 miles on it and had a shifting complaint that turned out to be a first-to-third shift, no 2nd or 4th. Over time, however, most of the issues that plagued the earlier models seemed to have been addressed one way or another, so when a customer showed up with a 2008 Ford Escape, the issue should have been normal wear and tear and with no surprises. All of this was great for the repair industry, though, and even the OE had to step up with some improvements, which seemed to be ongoing. Within a relatively short time, certain deficiencies started to appear with the CD4E, the most damaging being wear issues in the valve body, which would lead to other failure problems.
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