the parts number for the LUK clutch kit from autozone ....Part Number:
NU31411L price $315.99 + tax
the part number for the "pefection" flywheel/flexplate from Advance auto parts Part number 50-2703 Price $119.89+tax
It is my understanding typical overdrive manual transmissions have a separate shaft for overdrive, thus rendering it a weak spot in the transmission. A typical example of this can be seen in the NV4500. A diesel with gobs of torque quickly back off that 5th gear nut and destroy that gear and shaft. There's a popular kit to overcome that issue. IIRC, a true 5sp transmission w/o a separate overdrive shaft is more desirable. I don't know much about the ZF5, but I'd guess it had a separate shaft.
I know the Getrag 360 does not have a separate shaft, but a design flaw putting the fill hole an inch or 2 too low screws up that tranny. You have to fill it a quart to a quart and a half overfull from the inside of the truck. The Getrag doesn't have much support, so parts are spendy and because of the failure rate, has a bad reputation.
Has anyone stuck with the original 4-sp and installed a gear vendor setup? I'm sure it's spendy too. $3k!!!!
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Jason
2000 F350 XLT PSD CC 6-sp SRW 4x4
6637
I think a true bullet proof setup would be a T19 4 speed coupled to a brownie box. Even the GV overdrive has its limitations and relies on automatic shifting.
Its true that manual transmissions can be more trouble free in general, but when it comes to later ones with overdrive its not easy to get something bullet proof anymore. Stock for stock the ZF is probably a bit more reliable than the E4OD of this era, but when you start building them up, the E4OD can give you a stronger setup. The ZF simply can't be beefed up internally with the same kind of upgrades that are available for the E4OD. Big disadvantage with manual transmissions is the non planetary configuration of the gearbox itself. Planetary doesn't put nearly as much strain on the case as the dual shaft setup of a classic stick shift. Cast iron transmissions can cope a little better, but the ZF is aluminum, and the do crack of you work them too hard.
Now if you can find a dual (or three) speed auxiliary transmission used and bolt it to the back of a T18/T19, then some interesting combos become possible hopefully without spending too much. I saw one truck with a low/direct/high range gearbox installed behind a ZF and from what he said, it works great.
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1986 F250HD Ex cab Fresh built up 6.9L diesel, Lariat AC leather seats power everything w/full cluster, sterling rear 3.08LS gears, E4OD trans, ram intake ATS 088 turbo
1986 F150 Ex cab Lariat rollercam 5.0L on LPG AOD trans 3.55 gears 390 000Ks
When you have enough gears, you can ovecome power limitations.
Back in the day I drove semi's grossing 80,000 pounds that had lest HP than modern pickups do.
A five speed with a four speed auxiliary gave you 20 gears forward and four gears in reverse.
So you had a gear for just about anything you needed to do.
1973 running cross country in a 1960 model Autocar with a 220 Cummins under the hood.
And for some reason, the interstate stopped before you got into the mountains, so you were on those arrow steep US highways throuh the worst places.
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86 F250 HD 6.9 IDI ATS turbo "not exactly" stock 4x4 T19 BW1345 3.55LS both ends D60 front, 10.25" Sterling rear, ram air, dual stacks.
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$3k!!!!
'90 F350 XLT Lariat, reg cab, dually, RWD, 4.10s, factory tow package, and lots of add-on goodies.
