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Frequently Asked Questions

Which transmission is better, the AOD or the AODE?

The AOD was a good transmission in it's day, but the newer AODE and 4R70W have many improvements. The AODE has a thicker, simpler, and much more reliable valve body that is much less likely to warp than the thinner, more complex AOD valve body. The AODEs also came with the 2 inch wide overdrive band and an "A" Overdrive servo (largest diameter). The input shaft is also much stronger on the AODE than the AOD. Lastly, the AODE has a lockup converter clutch rather than a mechanical, gear-dependent lockup. What this means is that with the AODE, you can have 2nd, 3rd, or 4th gear locked or unlocked. No longer do you have to decide between streetability and performance. You can have your lockup for efficiency and unlock the converter for better acceleration.

The 4R70W offers all of the above benefits with the addition of a lower first and second gear ratio to help initial acceleration. Beginning in 1998, the 4R70W also has the Mechanical Diode intermediate one way clutch and an even better direct input shaft. Certain models also have hardened gears, such as the 1998 and later 5.4 trucks.

How do I make my AOD TV linkage work with a carburetor?

You will need a special cable and bracket manufactured by Lokar (865-966-2269).
Bracket: SRK4000

How do I adjust the TV pressure on an AOD transmission?

See our page on AOD TV Linkage Adjustment.

I want to use an electronic transmission and the US Shift™ TCS on my carbureted vehicle. How do I get a throttle position sensor signal to the TCS?

A throttle position sensor can be retrofitted to your carburetor fairly easily. The TCS will provide all of the necessary electrical connections for TPS operations. For a description with pictures of one way to add a TPS to your carburetor, see our TPS retrofit page. A TPS kit can be purchased from BE Controls.

Will the US Shift™ TCS work on a vehicle factory equipped with an electronic automatic transmission?

The US Shift™ TCS is a stand-alone controller and was originally intended for retrofit applications. It can be used on originally equipped vehicles, but steps must be taken to insure the engine continues to operate properly. Ford uses one PCM (Powertrain Control Module; a.k.a. processor, computer, etc.) to run both the engine and the transmission. To install the US Shift™ TCS, the wires that went to the Ford EEC PCM for the transmission functions must be cut. Without the input from and output to the transmission, the EEC PCM may run the engine using "failure mode" strategies, causing driveablity problems.

Some ways to overcome this include using an aftermarket chip to ensure that the engine continues to run normally, or if available, switching to an EEC PCM for the same model car with a manual transmission. Swapping PCMs, however, is not simple on all cars because of the PATS (Passive Anti-Theft System) now being used by Ford, which requires that the EEC PCM must match the key for the engine to start. The anti-theft system can be reprogrammed by the dealer, but you may want to call ahead and be sure that your local dealer has the necessary equipment. Also, some models (e.g. Crown Victoria) never had a manual transmission option, making the processor swap less feasible.

We are also developing new solutions that employ additional circuitry to "fake out" the original EEC PCM, allowing it to operate normally, despite the missing signals. We will provide this additional circuitry in a special, application-specific TCS unit. Another advantage will be the ability to quickly bypass the US Shift™ TCS and run with the stock electronics for testing. This can be beneficial in some circumstances for troubleshooting and comparison testing.

Once this solution is available, we will post installation diagrams on our web site. Since each application is a little different, we will release these systems as they are developed and tested, starting with the 1994-1995 V8 Mustang application.

My transmission recently started slipping (shifting late, early, not upshifting, etc.). Will your valve body kit fix it?

The valve body kit is intended to change the behavior of a properly functioning transmission and cannot cure recently developed problems. Recently developed problems are generally the result of wear and the valve body kit will not correct it. If you have recently purchased your vehicle and are unsure if the behavior is normal, please contact us and we will be happy to help you determine if you have a transmission problem or if your transmission is operating as the factory intended.

I'm going to be removing my valve body and it has one of your kits in it. Do I need special gaskets or just stock ones?

For kits RK-AODE and RK-AODE-2, the gaskets are completely stock. For kit number RK-E4OD-2, you must add a hole at location "X" as shown in the diagram in the manual. For kit number RK-AOD, you must add a hole at location "A" as shown in the diagram in the manual.

I found a small plastic piece with a stem and an o-ring in my transmission pan. Where does it go?

This piece is a factory dipstick hole plug and it can be installed in the nearest trash can. When the dipstick tube is installed, the plug is just pushed in the transmission pan where it rides until the first fluid change.

Are your product installation manuals available online?

Our US Shift™ TCS manuals are available online at The BE Controls "Classic" TCS manuals are available at our downloads page. However, our valve body kit installation manuals are not. Replacement manuals for the valve body kits are available by contacting us with your original invoice number. If we are able to look up your purchase in our system, then you will not need your original invoice number.

What are your hours for technical help?

See our contact page for hours. You can also check out the Troubleshooting Guide, which will help you solve many common problems.