i understood,but i didn't know you built "that" much engine!
that's why i posted the stage V for you to look into which also comes with a stronger converter than the triple lock.



if this info i found here is correct:

S5-42 4x4, ZF


ZF S5-42 – 5 speed manual transmission has an aluminum alloy main gear case and tail housing with the bell housing integral to the case.

The ZF S5-42 is built in both a 2 wheel drive and 4 wheel drive version with gas and diesel designs

ZF first introduced the S5-42 in 1987 and was used in the Ford F250, F350, F450 and Super Duty trucks until 1994.

All gears on the S5-42 are fully synchronized with an input torque rating of 420 ft-lb

Standard gear ratios on the ZF S5-42:
Close Ratio
1st Gear: 4.14
2nd Gear: 2.37
3rd Gear: 1.42
4th Gear: 1.00
5th Gear: 0.77
Rev Gear: 3.79

Wide Ratio
1st Gear: 5.72
2nd Gear: 2.94
3rd Gear: 1.61
4th Gear: 1.00
5th Gear: 0.76
Rev Gear: 5.24
The ZF S5-42 main case cast number is “1307”
S5-47 4x4, ZF


ZF S5-47 – 5 speed manual transmission has an aluminum alloy main gear case and tail housing with the bell housing integral to the case.

The ZF S5-47 is built in both a 2 wheel drive and 4 wheel drive version with gas and diesel designs

ZF introduced the S5-47 in 1995 and was used in the Ford F250, F350, F450 and Super Duty trucks.

All gears on the S5-47 are fully synchronized with an input torque rating of 470 ft-lb

Standard gear ratios on the ZF S5-47:
Close Ratio - 7.3L Diesel
1st Gear: 5.08
2nd Gear: 2.60
3rd Gear: 1.53
4th Gear: 1.00
5th Gear: 0.77
Rev Gear: 4.66

Wide Ratio
1st Gear: 5.72
2nd Gear: 2.94
3rd Gear: 1.61
4th Gear: 1.00
5th Gear: 0.76
Rev Gear: 5.24
The ZF S5-47 main case cast number is “1317”
.........

then what happens when you find enough clutch that doesn't slip? your just going to blow the trans apart because it's not built for this kind of power.did you build it up? does it now meat the demands of 1,000 ft lbs ?
how many zf5's/clutches do you want to go through,before you find out the hard way,they can't support 1,000 ft lbs?
the E40D listed can handle it,however you get it there,buy,or build to match etc.you "may" not need the 5 star ats,cus i think a (or at least some) triple clutched converters do have a rating that's over 1,000 ft lbs.
true,auto's need to run cool.but with a custom converter with limited slip,and then once locked i think you'll find they are VERY easy to keep under control.
if you want a manual trans still (your so missing out by not having a converter imho.i do hope you study converters more) then why even "think" zf5? i think you'll find,your going to need a much heavier duty trans for 1,000 ft lbs.unless you KNOW,you can build them to meet this demand? if that info above is correct,in stock form they haven't got even HALF what it takes.
with a such a nice powerful build,it all becomes pointless if you toast clutches,or keep upgrading one until it meets the demand of 1,000 ft lbs,but like i say,then what? then the trans becomes the weak link when the clutch hooks up,and then poof,a zf5 all over the road.

 

i woundt doubt if ford fugede the number on the e40d to make it look better on paper

 

You have to understand those torque ratings on ZF5's are put in place for the dual mass flywheels. The trans itself is capable of handling much more when you throw a solid flywheel and good clutch on it. Lots of 1000ft-lb PSD's running around with ZF5's.

Not debating that an E4OD is better for what I want, the ZF5 is suitable.

 

ah ok! (no sarcasm/i don't know anything about the zf5's.im learning here.) and they seem to actually last them 100k or so @ this level of performance? thats a LOT of torque man. or are they just so closed minded that they would rather toast a zf5 every 25k or so before running an "auto trans" ?
do these guys running such powerful PSD's seem to be disclosing the durability of the zf5's at this level,do you feel? is this in stock form?
where did you research the clutch your trying (that's clearly failing without towing even) that was supposed to be able to handle this level? same place?
id just hate to see ya keep spending loads of $ in a trans not suited for the task.no doubt so do you lol.
sometimes you need to look past those guys who are stuck in a rut about the auto's and just be sure you try and keep an open mind and research all your options.

gunna help ya with more research.like the E40D option or not.you may find in the long run,it's the most logical choice.
keep an open mind.

We chose to make an early light duty E4OD hold extreme horsepower to demonstrate our rebuilding talents, skills and experience.

The E4OD that can is the transmission behind the Ford F-350 with 7.3L Powerstroke Diesel engine, custom made Twin Turbo chargers plus custom fuel system injecting 473 + cc's of fuel and nitrous making over 800 rear wheel horsepower! It's POWERFLOW BY RACER X at it's finest using our internal proprietary custom modifications for durability under competition, extreme load and use conditions.

http://youtu.be/oQ5vZOUfYjk

kit (but not everything that's required.)
http://www.racerxusa.com/product_inf...roducts_id=216

 

The clutch I have now I bought when I put the last 6.9 together. I figured it wouldn't hold this engines power, and I was right.

the ZF5 is a very robust transmission. The failures you hear about could almost always be attributed to either people putting the wrong fluid in, they need a quality synthetic ATF, or people wasting them with DMF.

You're not teaching me anything about the E4OD's. I'm not one of the E4OD haters, I know they are good robust transmissions, and have seen built ones in action. I just don't think I need one for my application. Tell you what though, if I spit the guts out of my ZF5, I'll come back and you can say I told you so, and I will look at building an E4OD, but for the time being... I have other things that need $$.

 

nope,nope.not that kinda guy.i just wanted to make sure you where not closed minded and in the dark about alternatives (and its great to hear your not) ,which are not talked about much in idi sections,due to costs,type of people in general who prefer simplistic and cheaper over just about anything,and overall lack of need for a such a trans for an idi application.
i'm right there with everyone else who is hopping the ZF5 goes the distance for ya.

 

You're not going to haul anything with that truck?!?!?! What is this, a Chevy build? LOL.

 

have you been hiding under a rock?

I said from the very get go this is a daily driver/dedicated tow rig.

6.9 idi pulling - YouTube

MVI 3114 - YouTube

 

small update. got my new filter on, and seems to of done the trick.

Racin's filter and mine side by side. His flows 550cfm, mine flows 996cfm



the mods done to my hood. I will be doing a raised hood when the body work/paint gets done.

to clear charge pipe:


to clear filter:


how the engine currently looks. Serpentine is next when I get the rest of the parts to complete it, and the powdercoat done.







I also need a new GP controller cover. Mine has broken tabs so it wont stay on. If anyone has one, let me know.

 

Cool. I've been spending a lot of time and money on our house. We're expecting our first child and I've been renovating the older half of the house.

Everything on your truck seems to be falling into place. I heard you mention wastegate flutter. Interesting you mention that because after I did the NAPA 6637 mod on our '00 PSD, we experienced flutter. I have to install the older style PSD turbine or compressor wheel (wicked wheel) and supposedly that remedies the flutter. What turbo setup did you install?

 

I got a extra 7.3 controller. And that looks great for an intake. Can you shoot me an email with everything you put into that thing?

 

forgive my ignorance but im pretty sure that you put the specs of your turbo on here
Compressor Bore, Compressor Outlet Iner Diameter, Turbine Bore,Exhaust Flange that kind of stuff. Ive been through this thread front to back and cant find it, if someone can point me in the right direction that would be great

 

The turbo I used is a lot nicer than the PSD charger, and doesn't experience that. What the PSD charger experiences is turbo stall. This flutter was due to the charger trying to pull more than the filter I had on, would let it pull. The filter I just put on remedied this.

It is a BW S362 62/74/14 charger.

does that 7.3 controller have a good cover, that still clips on into place?

As for shooting you an email, sorry but I'm not going to compile a list of everything I did, that would take forever. Instead you can go here:

new to PSN, hopped up IDI. - PowerStrokeNation : Ford Powerstroke Diesel Forum

and everything you would need to know about my build is there

its a 4" anti-surge inlet, 2" outlet - 62mm inducer, 85mm exducer on the comp. 74mm inducer 65mm exducer on the turbine. 14cm .080 twin scroll exhaust housing.

As for anything else... go to my PSN thread.

 

Give me a day or two, and I'll check, I should have an extra controller cover around here somewhere. Love watching the build coming to life!

 

Thanks man! yeah i was following it over there and as well for some reason i just couldnt find it.

Thanks again!