4R44E (Door Code "T") - Let's make this a 5R44E please... [Magic Happened!]


Fredness

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2001 Ranger, 2.5L, 4R44E, 4.10, 2WD

I have access to SCT ADVIII Software/Tuners
I have access to a 2005 5R55E Sport Trac PCM RVB0 (Running vehicle).

Questions:
Is the difference from 4R to 5R hardware, coding or both? Both
Would a 4R wired to a 5R PCM work as a 5sp? Yes, just not optimized
Would a 4R coded with 5R scalars work as a 5sp? Yes
Could a 4R PCM be upgraded to control a 5R when installing a 5R transmission? Yes

Would the 4R do better with a 5R Valvebody and the proper PCM? Valvebody - probably; Trans - yes; PCM - no needed, just the Scalars.

Step 1 will be the Trans Coding per the PCM.
Will post this evening.

[Edit]
Transmission "Switches" did NOT work, 4R44E and 5R55E switch settings in the PCM are identical.
The Transmission "Scalars" has to be copied as the values needed can not be modified, only replaced.
 
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Dirtman

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So friggin big!
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There is literally no reason for this "swap".

The 5r adds a "fake" second gear between the mechanical 1st and 2nd by engaging overdrive while still in mechanical first (via computer).

Here's why it's pointless. That "fake" second gear ONLY gets used under very specific circumstances. You have to be at full throttle from a stop or at 80%+ engine load during a downshift. It is fully disabled in tow mode (od off). So you may experience that gear once during your life...

It was a sales gimmick more than a useful function. Rangers were aging and 5 speed auto sounds better than 4 speed auto.

So if this is your only reason for the swap it's a massive waste of time.
 

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There is literally no reason for this "swap".

The 5r adds a "fake" second gear between the mechanical 1st and 2nd by engaging overdrive while still in mechanical first (via computer).

Here's why it's pointless. That "fake" second gear ONLY gets used under very specific circumstances. You have to be at full throttle from a stop or at 80%+ engine load during a downshift. It is fully disabled in tow mode (od off). So you may experience that gear once during your life...

It was a sales gimmick more than a useful function. Rangers were aging and 5 speed auto sounds better than 4 speed auto.

So if this is your only reason for the swap it's a massive waste of time.
These 2 sentences don’t make sense together. Full throttle from a stop is an everyday occurrence.
 

Fredness

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Oh look! People on the interwebs saying things. :D
LOLz.

Silly mortals.
1. "2nd" gear is a 1st gear (2.47:1) in OD (x.75 for "1.87:1 2nd" - as Ford Calls it) - so, it is real.
You can FEEL it shift.
It exists.

2. There is no "SWAP" - this is recode/replace the settings/ECU and/or install the 5R valvebody.
I'm doing the SONAX/Superior Shift Kit and ZC Servos anyway, so WHY NOT?

3. I can "waste" as much time, money or effort as I choose.
I do it ALL the time.
I dyno'd my BONE STOCK 1989 Mustang LX 2.3L A4LD - 70.1HP!!
#Merica!

4. "snoranger" gets it!

Anyhow - I do $h!t.
I do weird stuff, interesting stuff or sometimes WTF stuff.
My 5R55E has a Thermostat bypass made from a Russian AK-47 gas piston (removed for Title 18 Section 922r Compliance).
My '89 Mustang A4LD has the old 4x4 pan and (new) filter from my 5R55E that got a deep pan.
My '16 VW e-Golf (plug-in electric) has 500W of stereo with a subwoofer.
[and when folks find out this '01 Ranger driveline is going into my '89 Mustang on E85 NA, there will be freakin' aneurysms!]

So, let's get back to making this happen.
Thx
 

Dirtman

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Hey I was just pointing out logic not telling you not to do it. :icon_rofl:

If the sport track is a 5r55e it wont fit on your 2.5. Different bell housings (but I think the sport track uses the 5r55w which is a different trans). And this also means the PCM is going to be different as well since there was never a 4 cylinder in the sport track. 5r55e trans is 4.0 only. The computer swap is not viable as far as I know because the 2.5 was dropped in 2001 so theres no 5r44e computer and 2.5 option for PCMs. (Pcm has to match both).

As far tuning the pcm to work on a different engine/trans. No clue.

So your current parts wont complete what you want. The only way I can see this working right now is if you verify you have a 5r55e from the sport track, and disassemble both trans to swap bell housings. This also of course is dependent on the sport track being 2wd... if its 4wd then you are literally going to be 100% disassembling two transmissions because the output shafts are different.

I'm going to stop using facts and go to opinion now. If you have an SCT tuner have you tried getting a tune to adjust the shift points and firmness on the 4r44e? You may be happy with that. I drive my 5r44e in tow mode 99% of the time (3 gears) with a shift kit installed and the adaptive shift control deleted it shifts like a banshee.
 
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Fredness

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You're good brother. :geek:
Bellhousings are removable - I have 2 - 2.3L/2.5L housings ready - just gotta get my hands on some of the Ford TSBs/Eng papers on the latest mods/fixes regarding "drainback"...

Let me tell you a little about PCMs...
With the SCT ADVIII software I can change the #of cylinders (NUMCYL), firing order, ignition type, displacement, intake volume, #of HEGO (NUMHEGO) and injectors. ;)
With this going in a 1989 Mustang, Emissions are a complete non-issue as is the new "Sensor Readiness" issue as TX only requires the Cat to be in place (Safety Inspections with Visual Emissions Check).
I can edit any ECC-IV/ECC-V PCM the same way.
I can also overwrite a compatible code - No E85? Find a compatible flash and overwrite!
The popular mod on Speed Density is to install a V8 MAF PCM, recode for 4Cyl and that takes you from Multiport (Batch) fuel injection to sequential since the V* has 8 drivers instead of 2!

Also, repinning is an artform - Find a PCM you like, compare the pinouts, move the associated pins. The ONLY issue then is PATS, but the 2001 RRH3 Code Ranger HAS NO PATS. (And if it did, I could disable it in the firmware).

I see the 4R44E going to a 5R44E as fairly simple - just need to see if it is code, valvebody or both.
Going to a 5R55E would require some hard parts swap from a 4.0L junker or FleaBay.
Output shafts aside, it is a doable swap - but I'd probably keep the 4R44E until it grenades.
Swapping to a 5R55E with a 2.3L/2.5L bellhousing would be "cheating". :D

Holding off on mods to the 4R44E internally until I see where this is headed, but yes - LOTS of time logging and changing the 5R55E - it has a CVB valvebody, New Solenoids, SONNAX ZipKit and Superior Shift kit. I LOVE how it feels. Eventually, (once I add 2nd or grenade it) I'll go all out on the 4R guts.
 

Fredness

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Code does NOT look promising - looks like PCM swap to make it happen.
At least I'll get E85 Flexfuel with it.
 

Dirtman

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That requires changing the injectors at least and in most cases adding the ethanol sensor.
 

Fredness

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Injectors and a tune - add spark, change Stoich.
Until I do the PCM swap, then it will be full FlexFuel with the sensor.
 

Fredness

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Our 14lb injectors (13 at 39psi rail pressure on the '89 'Stang) are horrific.
The 2001 Ranger is 30-65PSI, so at WOT it isn't as bad, but that only makes then 17lbs/hr max.
 

Transman304

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Just curious of what you are trying to gain with all this work and expense? A extra gear?
 

Fredness

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#StreetCred
#ForTheLOLz
 

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IMO, you could just add a switch to manually active solenoid C while still in 1st to activate the "faux" 2nd gear
People did this with the A4LD to get 6 speeds from a 4 speed automatic, which is where Ford got the idea of activate OD while still in 1st to get a smoother shift between the low 1st and high 2nd ratios

A4LD got the 3-4shift control solenoid in around 1987/88, so people would activate it in 1st, for faux 2nd, then activate it in 2nd to get faux 3rd, so 4 gear ratios, then 3rd and OD for 6 speeds

The parameters for the solenoids are seen here: http://www.abtomat.ru/img/cat/4R44E-5R55E-ZIP.pdf

i.e. which ones are on and off for the 4 or 5 speeds in the 4R and 5R

Solenoids all get 12volts with key on, then computer Grounds each solenoid to activate it

The software to do it automatically is a little more involved, you need RPMs, throttle position, speed, and engine load, which the PCM already has
And as said the PCM doesn't always use the faux 2nd gear, sometimes it just shifts like the 4R did, 1st to 2nd(3rd in the 5R)
 

Fredness

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I had a "Latching relay" on my P1800S that used the OD that way...
Good call.
 

Fredness

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Too simple...
I tried the Trans Switches, and they were IDENTICAL to the 4x4 5R55E, turns out it's hidden in the Scalars and Solenoid Shift Truth Table.
Copy the needed files from a 2x4 5R55E Explorer and flash the tune.
The Explorer being a HEAVIER vehicle uses 2nd ALL the time.
Testing continues... [45 miles and counting].

Need to tighten it up with the usual parts...
 

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