I'm currently working out a budget for my next project which is a 80-86 F-350 4x4. I've pretty much decided I want some kind of stroker 390 in it. I know they never came from the factory with a ZF-5 trans but that would be my trans of choice. My buddy has one in a 87 F-350 with a built 521 stroker (460 based) and the trans has held up great. Plus I really like the low gearing of a ZF-5 combined with a nice overdrive to help gas mileage. If I can't mate a ZF-5 up to a 390 block I might start thinking about a different engine.
Since you are at square one here, going 460 or even (gasp) a 400 would be the way to go, making the ZF a bolt on.
We had a long post about this a while back. The only one that makes sense (imo) is the NV4500 behind the FE. Heavier than the ZF, low first, OD 5th. Probably more $$ too.
I didn't really want to use an NV4500. I've known too many guys that toasted those things in the Rams and Chevys. Besides that, it messes up the transfer case selection. I was hoping to use the Borg Warner since it's such a stout case and bolts up to the ZF.
I really didn't want to do a 460 either simply because I like to be different and my buddy already has that truck.
A getrag G360 will bolt right up to an FE. You do have to machine the input shaft so that it will accept a FE clutch (shaft is too long). I don't know what this will do for transfercase selection, however. This might be a little over your budget however as parts for these trannies are expensive. My machinist did this to a 1966 F250 4x4. He installed a stroked 427 w/ 428 crank and so far it has held up fine. One advantage that he had in reguards to the transfercase was that it was a divorced setup. The transmission he used was out of a 2wd dodge and he made his own driveshaft from transmission output to transfercase input. Just an idea though...
" If I can't mate a ZF-5 up to a 390 block I might start thinking about a different engine. "
Well, you aren't going to mate that ZF to a 390, you don't like the NV4500, & you want to be different..... Consider my suggestion on the 400. Peruse the 335 threads, you can get 400 horse and more out of those and use the ZF.
Or look here, you can probably get an FE scattershield drilled to fit one of these:
Well after some research the NV4500 is looking better...
It's just that I've known 2 people that broke them while all the guys I've known with ZF's have yet to break one. But if everyone is saying the NV's are a little stronger than a ZF, I'd go for one. It sounds like I just buy two adapters, one for the bellhousing to trans and another for the trans to t-case and I can bolt it up to the FE block using a T-18 bellhousing and clutch and bolt the Borg-Warner case to the back of it. Then get the driveshaft lengths adjusted.
7, have you looked at the Clark 280 series ? A heavy duty five speed manual that came behind the FT series in the bigger trucks. It is an easy fit behind a 390. Mine is a Clark 285V, geared like this, 6.99,4.09,2.24,1.46,1.00. There are other ratios available too. DinosaurFan, on work's old 'puter
Last edited by Dino@his Dad's : 07-04-2008 at 04:39 PM.
Reason: spelling, once again, CRS
Note that this outfit also sells a gear splitter for use with your existing trans. You can look under "Overdrives & Underdrives" at the above site. Unlike some sites, it costs nothing to look....
The only existing transmissions I have now are 2 Mazda M5OD-R1s. One in the sploder and one in the turbo ranger.
The exploder one has 155,000 miles on it and I just now had to replace the factory clutch. It still shifts perfectly. I've beat on it hard pulling stuff and four wheeling.
The ranger one had 248,000 miles on it behind a 2.3 when I put a turbo 2.3 in front of it along with a centerforce dual friction clutch. Now it has 255,000 miles on it and it still shifts and drives fine, even being shifted hard and fast at 6000 RPMs.
I don't care what people say about the mazda trannies, I think they're great.
But I don't have any full size right now. I'm just trying to plan a budget for the build. I'll probably end up buying a truck with a 351 and C6 and rip both of them out. I think I'll stick with the NV over the clark simply because the NV is supposed to be more civilized. I'm a sucker for smooth sincros and tight shifting.
Sorry, I didn't recheck your posts and thought you had a T18 or T 19, both of which can be paired with the splitter. (as can other transmissions)
Again, your OP does say working on the budget. While shopping, you may find a 351/ZF combo or 351/E4OD.
Since the 351 will support a stroker crank as well, and is lighter (maybe 100 lbs or less, depending on how much pot metal you hang on the FE) than the FE, perhaps a 392 W would be an option.
So many truck/engine/transmission combos, so little money...............
Yeah but there's just something about having a big block...
Besides that, I feel that the winsor and 385 series engines are done too much for my tastes. I like being different and thats how I settled on the FE.
My only goal for the engine is that it make 500 ft-lbs at or below 3000 RPM.
I was originally thinking about a 300 straight six. I wanted to have a custom 4.75" stroke crank made and add a 1" deck plate (to keep the rods long enough for a 4.75" stroke) and sleeve the cylinders at .100 over. That would have made a 376 cubic inch stroker straight six. However, that was going to get pricey quick and I'd still be SOL on a head that could flow enough to feed that many cubes in 6 cylinders. That's when the idea of an FE hit me.
Clarks are out there and easy to find, and usually cheap. I paid 250$ for all of my stuff. It came from an old F6 or 700 that was being cut up for scrap. Look at salvage yards and rebuilders who deal with the bigger trucks. Clark started building the 280 series in the mid sixties, and it is still manufactured under the Eaton name. If you didn't find any, you aren't looking in the right places. DinosaurFan, on work's old puter
With all due respect, a Clark out of an F6? An F 700? Did these trucks get driven gently around town, short shifted with light loads, left in a higher gear while the brakes did the work? Are not the shift throws something like a trip from Lima, Peru to Vancouver, BC?
For the OP, good luck with that project. Again, with all due respect, if you have the budget required for this kind of project, you can afford to pay for some advice from an engine builder vs. the free and apparently unsatisfactory advice posted here.
