THE ORIGINAL FORD POWERSTROKE VALVE BODY!

For Use in all E4OD / 4R100 Transmissions. Diesel or Gasoline Versions.

Factory Tech Accumulator Valve Body by Gregg Evans

• Better performance
• Improved quick firm shifts
• Transmission runs cooler
• Extends the longevity of your transmission
• Increased fluid pressure
• Less clutch slippage
• Less clutch wear
• Prevents common transmission failures


"The FTVB is a complete accumulator re-calibrated for shorter shift duration, which decreases heat generated and reduces slippage and wear on the friction plates. The FTVB is tuned for the chip to leave all transmission settings at stock, if the chip does this it works great, or you can have your tuner return all shift timing and line pressure settings to factory stock, it will work with the elevated line pressure, but using software to control shift duration is bad for the pump and I don't recommend it." Gregg


Easy to install. Comes with complete instructions.

*****No Core charge will be added to your total up front. Please return old valve body.****

We will have to charge your card an additional 100.00 for the core if it's not returned within 30 days. If you have plans on keeping it or taking longer than that to return yours, please contact us for prior arrangements.

Instructions for the return of your valve body are included with the installation instructions.

 1997-2003 4R70W pictured above
F150, Expedition, Etc.



Shift Kits, Line Mod Valves and Accumulators

By Gregg Evans

Developer of the Factory Tech Accumulator

I see a lot of questions about Shift Kits, Line Modulator Boost Valves and Accumulators. As a transmission repairman I'd like to share my thoughts on the subject.

What most people are looking for in transmission strategy is a quicker, firmer shift, or more technically a shorter shift duration. Shift duration is how long it takes for a shift to occur, or the amount of time that the clutches are slipping. A shorter shift duration has a performance feel, and generally is better for the clutches, because the wear on the plates happens during this slip. Shortening duration also will reduce heat, which is responsible for most automatic transmission failures. The way to reduce shift duration is to increase the engagement pressure of fluid to the clutch during the shift.

One way to increase pressure in an electronically controlled automatic is to have the PCM (or an aftermarket chip) command the EPC (electronic Pressure Control Solenoid) to increase pressure. Doing this will give the desired result, but at a cost. Many systems could in theory raise and maintain Line Pressure at the expense of either the Lubrication circuit or overworking the pump assembly. By the time symptoms appear of the damage this can do, the damage is done and the repairs can be very expensive. If the lube circuit is starved in order to maintain pressure to the accumulator, the first obvious indication could be when the output shaft welds itself to the rear case bushing, a catastrophic failure that would essentially destroy the transmission. If you have a chip that raises Line Pressure above the factory settings, make sure your tuner has made provisions to avoid this. Also, some transmissions that have used software to raise Line Pressure have shown longer term (12-18 months) damage to the pump assembly caused by the extra load placed on the pump. --

The alternative to raising Line Pressure with software is to use a mechanical 'shift kit' to raise Modulated Pressure or more simply, a set of valves and springs in the accumulator valve body. The term 'Shift Kit' is a trademark of a transmission aftermarket company, so I avoid using it when I can. Since the accumulator is hydraulically 'downstream' of the EPC, a mechanical shift kit does not interrupt any lubrication failsafes and since it is using modulated pressure boost (through the Line Modulator Boost Valve) it does not place any additional load on the pump. I have seen 3 basic variations of mechanical shift improvers, a 'Line Pressure Mod Valve' ($89-$99), a 3 springs and a valve (about $150, basically a Line Mod Valve and 3 additional springs) and a full accumulator ($225, a Line mod valve, springs, lower control springs and lower control valves installed into a new or rebuilt accumulator valve body). I'm not going to be coy about it, I designed, build and indirectly sell the Factory Tech Accumulator, so instead of trying to act neutral (I'm not) Ill tell you why I think the kit I build is a better kit, a better value and better for your transmission.-

First, an accumulator is a fairly straightforward assembly. In the 4R100, there are 3 shift bores, and 1 line pressure/throttle bore. The 3 shift bores are identical, and different springs are set in them to control the reaction of the accumulator piston to hydraulic pressure, this reaction translates into shift duration on the shift controlled by that bore. All of the bores are fed pressure by the Line Modulator Boost Valve, which reacts to the Throttle Valve, controlling this circuit boosts line pressure into all of the shift bores. If you change the Line Modulator Boost Valve and raise line pressure throughout the body, the individual shift bores are no longer 'tuned' properly and the reaction in the shift bores will be out of calibration for the elevated line pressure. For this reason, you need to recalibrate the shift bores, both in the top circuit (above the accumulator piston) and below (the 321-310 circuit). Also, in the 2001 model Lightings, I have found that increased pressure in the lower circuits caused the 321 valves to 'side load' or bind up due to asymmetric application of hydraulic pressure during the shift, resulting in a 'bang shift'. A Line Mod valve fails to address these conditions. My last (but not least) concern with a Line Mod valve is cost; I don't think you get much bang for the buck if you pay $89 for a Line Modulator Boost Valve. I've been very upfront about this, I use a part very similar to this as part of the Factory Tech/PSP Accumulator. In many ways, I think the part I use is higher quality, my valve and sleeve are made from stainless steel and most of the other ones I see have aluminum sleeves. This can cause problems in the long run too, as the steel valve cycles though an aluminum sleeve, the sleeve wears faster than the valve and after a time this results in pressure loss and sloppy shifts, the condition the part is designed to correct. Also, unlike most of the parts I have personally seen, I use an O-Ring seal to prevent pressure leaking out of the circuit. ----

The second popular option is the 3 springs and a valve shift kits. Using this type of kit recalibrates the upper circuits to the elevated line pressure, but still ignores the side loading of the lower control valves. The kit of this type that I have seen also uses an aluminum sleeve/steel valve, and again, the cost is high, for the extra $50 give or take, you get 3 springs and more detailed instructions.-

For the Factory Tech Accumulator Shift Kit, I start with a new Accumulator Valve body, Genuine Ford Part (F81Z-7G422-AA, List Price at your dealer is $165 +/-), I add a Line Modulator Boost Valve (about $20), recalibrate the upper circuit with different springs ($12) and upgrade the lower circuit springs and use a valve designed to cycle more freely in the bore to prevent both side loading and binding. (I won't tell you the price, a guy has to have a few secrets). My lower circuit '310' valve is designed to preload the clutch at less than line pressure, taking the variability out of the shift control. Although it looks very much like the kits available elsewhere, the control of the shift is much more precisely controlled this way, accounting for the much better performance you get from a Factory Tech Accumulator. My point is, I've heard from quite few people who bought the other kits and asked themselves (and me) "Is this it?" I paid $XXXX for this? I honestly hope that no-one ever got one of my kits and asked that question. The fact is, the final retail price of the Factory Tech Accumulator is less than the list price of the components that go into it, and my distributors makes a profit, too. -

And finally, I have my reputation. Read the "moods" on bulletin boards to see who my customers are, do a search for Factory Tech, and after you see who they are, E-Mail them and ask how they like the kit. As of this writing, I've sold or given away (for the first year I made them for people I work and didn't even charge them above what I paid for parts) about 2000 accumulators and exactly one customer has let me know he wasn't satisfied, and in the end I even satisfied him. (he had installation issues, after the part was in right, he loved it). When the '01 Lightings first came out, the side loading issues on the lower circuit became evident, and I replaced 2 units after I redesigned the accumulator. Other than these cases, I know of NO customers who have had complaints about my parts. Just consider this, if you buy XXX parts, and have a problem, what's the chance of you getting the home number of the guy who designed it? If you bought it used off of E-Bay? If you have one of my parts and you have a problem, Ill fix it. That means if it needs to be replaced, you get a new one, no matter where you got it, it means that if you have a question about installation or performance that you cant get a good answer to, you can get in touch with me and if I need to talk to you to make it clear, Ill send you my home number, or call you. There is no-one selling parts for Lightnings that has built more 4R100s than me, I know this box and I stand behind what I build, because I want to sell you that Diesel Monster Box when you want it, when you're ready for it, not when you grenade the tranny and need it.-

Thanks,

- Gregg Evans-

Bob, I just wanted to drop you a line and let you know how pleased I am with the FTVB. This thing shifts unbelievably! John P

All I say is WOW! My tranny shifts awsome! Allen C.

Bob, the FTVB really gave me a whole new feel in my tranny. I love it. Frank D.

Before the FTVB, the shifts were mushy and lax. After the installation of the FTVB, the difference was night and day. Upon normal acceleration, you can feel it shift crisply thru the gears...but the real difference is when you womp on it...this is what I call "bobble-head shifting!!!" No doubt the FTVB really made a difference in firming up the shifts. So, if you want your truck to shift like a performer, instead of a grocery getter, then an FTVB is what you need I am 110% completely satisified with Gregg Evans' customer service and product!!!

Regards, Jeremy S.

Bob, the fact. tech. accumulator is the perfect addition to my transmission,
the shifting is just right !!!  And as far as the edge evolution, it is also exactly what i was looking for. I tried it in
the tow and race programs, (almost no effect on shifting in the tow program) and if
anything, it improves the fact. tech. unit shifting in the race setting. Thanks for your help, (and hand holding).  Dick B.