project in the planning stages need help!

[Geektastic]

I drive a 2004 mercury grand Marquis gs. What my goal is is to get the reader end to go for one wheel drive to both and I want a 5 speed automatic transmission. What I need to know is where to find said transmission and what would be necessary to make it all run smoothly. It's all stock no air springs

[sly]

You will need an external transmission controller and a tune to disable PCM control of the transmission as it can't control it. The 5R55W would probably be your best bet, but which version you'll need is unknown. For usability with the stock shifter, you'd never be able to manual shift down to 1st. If changing to a custom console shifter, sky's the limit. You could even use the select-shift (manual mode) with the 5r55s. I have no clue which version bolts up to a 4.6 though.

Personally I'd love to have the 6R80 from the mustang... but those are still even harder to come by.

[gadget73]

A traction lock is the magic piece to get two wheel peel. Pretty sure the late models were still using an 8.8" rear.

[sly]

yeah... but when did they switch to 31 spline axles?

[SVT98t]

2005/2006

-ryan s.

[sly]

Doh! So 28 spline carrier or upgrade the axles and get a 31 spline setup.

[LithiumCobalt]

I wouldn't wish a 6R80 on anyone. I had one in my F-150 and it was awful. Maybe the transmission wasn't the problem and the programming was, but it was one of the major reasons that I got rid of my 2010 F-150. Horrible driving experience.

[RyPow]

I wouldn't wish a 6R80 on anyone. I had one in my F-150 and it was awful. Maybe the transmission wasn't the problem and the programming was, but it was one of the major reasons that I got rid of my 2010 F-150. Horrible driving experience.

It was the programming. I test-drove a brand new 2010 F-150 5.4L and hated the shifting behavior. Fast-forward to a 2012 with the 5.0L....totally different story. Much more responsive with downshifts, and nifty TC lockup behavior. I went from despising the 2010 to factory-ordering my 2012.

EDIT: I should also note that the shifts in my truck are noticeably more snappy in Manual mode than D, especially the 1-2 shift. I'm considering a mild tune on my truck at some point, to have it shift the same way in both modes.

[LithiumCobalt]

It was the programming. I test-drove a brand new 2010 F-150 5.4L and hated the shifting behavior. Fast-forward to a 2012 with the 5.0L....totally different story. Much more responsive with downshifts, and nifty TC lockup behavior. I went from despising the 2010 to factory-ordering my 2012.

EDIT: I should also note that the shifts in my truck are noticeably more snappy in Manual mode than D, especially the 1-2 shift. I'm considering a mild tune on my truck at some point, to have it shift the same way in both modes.

I figured it was a programming problem. Everytime that I would roll into the dealer they would claim there's a new calibration. They supposedly reprogrammed it 3-4 times. Could never tell any difference. The transmission quirkiness, lack of kickdown response and a driveshaft bump on stop/start was enough for me to trade off a 45k truck. The drivetrain was about as unrefined as any vehicle I've had to date.

[RyPow]

I figured it was a programming problem. Everytime that I would roll into the dealer they would claim there's a new calibration. They supposedly reprogrammed it 3-4 times. Could never tell any difference. The transmission quirkiness, lack of kickdown response and a driveshaft bump on stop/start was enough for me to trade off a 45k truck. The drivetrain was about as unrefined as any vehicle I've had to date.

There were certainly a lot of "teething" issues with the 2009+ trucks - especially the Ecoboost. I've heard of multiple PCM flashes on other early examples. Seems like they rushed the programming to market and treated their customers like R&D experiments. I lucked out with my truck, I think they had it more or less figured out by 2012. The Coyote still has a bit of a lumpy idle, though, which is my biggest gripe (and the dealer told me it was "normal" behavior for the 5.0L). The double driveshaft "bump" seems to affect some trucks more than others. It's not that noticeable on mine. I do get the "shimmy" for a few feet on take-off when it's loaded/towing, which I've come to accept.

[sly]

the 2-segment drive shafts come with the wiggle. It's always been an issue. Single segment shafts eliminate that issue, but reduce your ability to crawl over stuff if needed (not an issue for a tow rig usually). But getting a single segment shaft for a crew cab long bed would be a tall order as it would be one f'n long shaft.

[lincolnlarry]

On the 2013 shifting seems fine. Problem with this one is a buzzing/moaning through 2-4 gear. Very intermittent. There is a tsm now for it to replace the valve body separator plate. Others have it also after driving and shifting into park. One such person made a video showing it is the cooler line vibrating like mad. I at least want to video it before taking it in. I don't think they will do the service without evidence. Maybe a set of factors getting a resonant frequency? Has to be warm but not hot. Won't happen after about 10 min of driving. Only with light normal acceleration and goes away if pushed more.

[lincolnlarry]

Sorry tsb 14-0134 not tsm