I had my dad look at it since it knows a lot about cars and he always took care of cars growing up. Went back, dealer said it was a solenoid. More than what should be considering the amount of miles on the vehicle. Due to large size of the 4406 and the different slip yoke, the rear shaft will have to be shortened and reconfigured. Be sure that the donor truck is a 4. Hey guys, this is my first tech post to the forum.
~~~~~~~~~~~~~~~~~~ You cannot use the original 4. I was informed that a major expense was coming up in the future but without taking the transmission out and tearing down we don't know where the excessive wear would be coming from. The computer showed no codes so I reset the light myself and told my daughter to watch for it. My truck is a super cab. So i have to push it out of parking spots and i can drive away with it in Neutral, drive, and first doesn't work at all.
Replaced solenoid for 1000 dollars, transmission now shifts unbearably rough, dealer said we need to replace transmission for 4000 dollars. I figured I would need the fuel pump dash harness engine harness, computer, pats. He couldn't figure it out. Replaced it for 2000 dollars, 2 weeks later it would not shift out of third gear at all. Anyway, I've got a 98 Ranger 4. But wait it gets better!! Not very safe I felt with little kids.
Last season I wanted to buy our daughter something safe to migrate back and forth to college but could not afford a new Ford so they said we'll hook you up! It worked in a Supercab but I'm not sure if there is enough room in a reg cab chassis. Man that really helps out a lot. There's literally thousands of tuners out there that can do the same take your pick and call any preferably someone local to you. I would highly recommend against swapping the dash and all. I hopped in it the other day and went to back out of the driveway and no reverse! Here's what I used for driveshafts: Shortened Ranger rear shaft and stock 2003 F150 front shaft: The internal factory Ranger slip yoke was cut off and a new fixed yoke welded in by a driveshaft specialist. Next obstacle - driveshafts; I'll just have to wait and see what happens once the drivetrain is in.
If you want to use a 97 Ex 5. Loved the car for the comfort and size and it is a beast in the snow and I drove it all over California, but the transmission stuff was ridiculous and stressful. The F-series is distributor but Ex 5. This has gone from move everything over to rainbow spaghetti. The R2 behind the 4. The 98 with the 5R55E trans has a dip stick so of course I checked the level and sniffed the fluid and all seemed fine.
I own a scan meter so I plugged it in right in front of the salesperson and boy did I get a funny look! I'll keep the board posted with my progress. And diagrams would help also its a 90 2. How long did you have the problem before you needed to have it fixed. I was told there was a significant amount of metal in the fluid and on the magnet. I work for a car lot and have a good parts source. It all started when i first got it, when i would come to a stop it would clunk and jerk.
A couple years later we just took it to a local transmission shop and they said it was something to do with the reverse action. Anyway, I think I can use the 97 engine, manifolds, and mounts but here's where I get confused. Swapping an obd2 engine and harness into an obd1 body might make the computers stop talking to each other. If anyone has any ideas as to what it might be please email me at marcusdesilva crawler. . As for a class action suit I just read that on Wednesday the Supreme Court ruled 5 to 4 against us ganging up on the big guys and decided we are going to have to go it alone as individual cases!! Later it would not engage into the gear i want it in eg: reverse, drive. We also have a 1999 Ranger which we purchased new and we seldom use it and it only has 80,000 miles on it but one of the same type transmissions.
I took the Explorer to a transmission repair shop and they drained the fluid and replaced the filter. I used an unmodified stock front driveshaft from the same style F150 that supplied the 4406 manual transfer case. This is the conversion U-joint to match the F150 front driveshaft to the stock pinion flange on the Ranger's D35 diff. It would not always do it and then it got worse. Later that week the light was back and the fluid was cooked so it is parked and I am still making payments. I meticulously maintained that truck and it still looks and smells new as it sits there next to the Exploder!! All this time the fluid level was fine! This went off and on for a while.