You read that right. I'm very seriously thinking about swapping in my E4OD from my 350. This ZF is a joke. I can't take off in second without stalling out or sliping the clutch (in which case I get a bad shudder because the clutch is darn near junk and I'm not crazy about putting a smf conversion in or paying 700 smackers for a new DMF), and if I take off in first I have to shift right away. Not to mention the fact that if I want to use the truck like its supposed to and pull a trailer with it, I have to put the transfer case in low range to get any semblance of control when I back up or else I have to either back up at 10mph or slip the clutch. Last but not least, my 350 was an absolute hoot to scoot; same gears, same fuel system (it is in fact the same IP), and same turbo, but it would blow the doors off this pooch.

Now that my rant is complete heres what I would like to know, or rather see:
What does the tranny computer actually look like and where is it? I read in another thread that its by the drivers side fender. I thought that was just a power dist. module?
I know I need the steering column and inst cluster UNLESS someone knows if I could rig up a sweet floor shifter, that would close up the hole in the floor too.
What wires need to get spliced where I.E. brake wires for the trans computer ect...
The radiator in my truck has bungs in it for trans cooler so that should be straight forward.
I have the transfer case and crossmembers ect so I think I have everything I need.
The tranny is a 2002 Ford reman trans with only 30k ish on it.
What am I missing here? Thoughts? Thanks gents...

 

is the donor trans a from a 2002 truck, or was it rebuilt in 2002?

if it is from an 02 truck i don't think it will work. but don't hold me to that.

 

No. Its for an IDI. Its a reman unit from Ford so i believe it has the upgraded parts

 

the '92 e4od f350 in your sig will be the donor truck? and it's '92 trans was rebuilt in '02.
the '92 f250 zf5 truck in your sig will be the patient.
both trucks are 4wd.
is this correct?

the pcm is located down below the brake booster,but outward towards the drivers fender.it can't be missed.it's like a 16? pin plug with a 10 mm? head bolt holding the harness plug on.

them gear ratio's sure sound nasty! i wonder if the latter zf5's in the psd trucks were setup better than that mess?
you'll still find using the t-case in low range so much easier on things when crawling around,and reversing with a heavy load/towing.iv always done with with my past manual truck too for the clutch's sake,so it's nothing new.im so used to using low range on a daily basis in the work season,id feel lost without it.

 

yeah. I found the pcm. It was inside the cab along the drivers side kick panel, but had to be unbolted from the engine compartment. I did check and the manual truck does have the cutout and holes punched for the pcm bracket. I've got the steering column and inst cluster out and stowed away. Sure doesn't look fun separating all the associated wires. The pcm wires run in the same bundle as the headlight wires and all sorts of not fun stuff. Might be easier to swap the entire vehicle harness. I'm still tossing it around.

 

https://www.ford-trucks.com/forums/1...installed.html
I know it adds $ but would you consider one of these?
Have been threads before about a floor shifter for the E4OD, nobody seems to make one but apparently one for a C6 can be modified to work.

 

id down gear your axles before id ever consiter swaping a zf for an E40d. what ratio is your axles now? i pull my gooseneck with mine all the time with out problem. i need a clutch but thats not the trannys fault. e4od's cause a lot of headaches around these parts.. i would have to agree with the high reverse gear being a pita, but i just put the tcase in low, no problems there either

 

Umm, what gears do you have?


If you have 4.10's you should EASILY be able to take off in 2nd.... if it stalls easy, I think your do in for a tune up.

I don't know about 3.55's though, as the only truck I drive with that setup, is Davesfarm truck on youtube, and his needs a tune up BIG time, and stalls easy even taking off in 1st! but i've heard from other ZF 3.55 gears they take off easily in 2nd also...




Haha going from a ZF to an E4OD, to me that sounds as stupid as me going from a 3/4 ton 4x4 Diesel truck, to a 2wd 3 speed half ton 6cyl truck

Major downgrade. lol

 

I know a big problem is the near shot clutch. And john, the ip and injectors are fresh w/timing set to 8 deg pulse last week. But as i stated earlier, dual mass flywheels aint cheap and im not so sure the smf setup impresses me either. Less money equals good. Everything needed for the automatic is there for the picking. The zf may also need synchros. Anyone changed those out befor? The auto is of known quality. I dont know what everyones issue is with the E4OD, i really liked mine.

 

b/c unless the tranny and all of it's sensors are dialed in and tuned right it is shift schedule is ANNOYING.

 

The main thing I hate about E4OD's, and I see why they never live long under towing conditions, is I was watching some 0-60's with the E4OD, both in PSD's and IDI's and wow, they shift so slowly and smoothly. Not a good truck transmission at all.

You see the tach go down slowly as it's upshifting.

 

that has nothing to do with the tranny itself. it is the tcm controling the tranny.

the link that was given to the opti-shift, the guy that did that said that he thought that his tranny was at the end of its life. he put the different computer in and it was like a brand new tranny that worked awsome.

can't fault the tool when the operator doesn't know what is going on.

 

This is true. Mine shifted nice and firm with a little tweaking of the pumps position sensor.

 

I know they can be tweaked, but in stock form, is just horrible.


I would never touch one! My pockets aren't deep enough to repair one either.

 

putting an e4od behind an idi is like putting a computer on a hammer