Hey everyone, been a while since ive been on here. Ive got my 96 bronco with the 351w in it and an auto trans, not a fan of automatics. Wondering if any one out there has done a trans swap on a bronco and if there are any issues i should be worried about

 

In the midst of an E4OD to ZF swap right now... well have been for more than a year but not because of problems just a lack of time.

The M5OD (Mazda-built) 5-speed and the ZF 5-speed (was used in the F-250 and up) along with the NP (New Process) 435 will all drop in behind the 351W and 302 engines. You will need the necessary flywheel and clutch setup preferably from a donor of similar vintage to yours. You will also either need to swap ECM's (computers) or install a 400Ω resistor in the existing MLPS wiring harness when you remove the E4OD. 1996 is equipped with OBD-II electronics so there may be more to it than that but to the best of my knowledge the resistor should keep the system from throwing codes at you. The rest of the swap is nuts and bolts. Don't forget that you will need a clutch pedal and master cylinder along with the necessary wiring harness interlock switches. The obvious hole in the floor can be dealt with once you have the boot and shifter surround.

As to the steering column... You can remove the column and, with it out of the truck, you can remove the automatic shift arm and associated linkage so your truck doesn't appear to have both a manual AND an automatic. You will still have the slots in the plastic surround though unless you find a surround from a truck with a manual transmission or an entire column.

I have a ton of info on this but its still raw data. PM me if you have specific questions. I'll be happy to respond.

 

I wouldn't worry too much. Unless the e4od is giving you issues you should be fine. This transmission is the same one they use in the 3/4 tons. Most f150s came with the 4r70w like the old green truck had. The e4od is the same transmission behind my diesel, and later models were behind the 7.3 powerstroke.

 

...and the E4OD still has the worst performance record of any Ford transmission overall. They are known to be short-lived behind the diesels. They were completely reworked between 1993 and 94 because Ford couldnt keep customers happy with them. The early 1990 units dont even share a case with the rest of them because the case was redone before the end of the first year of production. A failed solenoid can and frequently does routinely spell disaster for the entire unit. People who HAVE had marginal success with them will be the first to tell you that overtemps are common unless you drive like a grandma, add aftermarket cooling, and are religious about fluid/filter changes. But dont worry it'll be fine because it saw such widespread use... Kinda like the power steering pump that was in everything from Escorts to F-350's.

Sorry if I sound harsh but the E4OD has been nothing but trouble in every Ford I've ever owned and i'm not the only one to have had this be the case.

 

That's exactly why I want to put a 5-speed behind that 351. Heard that there are just too many problems with the E4OD. I did have this trans in my old truck, it was rebuilt before I started driving it all the time , and there was still the high temp issue, cruising on the highway for a few hours then pull off at a rest stop and all you smell is trans fluid. And like I said, I love shifting gears

 

I was going to put an M5OD into mine but then got a line on a ZF with the 4WD tailhousing and jumped on it. My brother swears by the NP435 (Brother's is a '66 Bronco)

The M5OD was the OEM 5-speed that went into the Bronco and half-ton F-series (F150). They are fair transmissions but comparatively weak when standing next to the 435 and the ZF. The one benefit to the M5... it'll let you do 35mph in REVERSE!

The NP435 has a nice low first for digging out and pulling heavy stuff. The lack of overdrive kept me away from it in my much heavier full-size Bronco.

The ZF 5-speed that was OEM in the 3/4-ton and heavier F-series ends up being the sturdiest unit by comparison. It too has a good low first but 5th is also an overdrive which is really the best of both worlds. The biggest drawback to the ZF is FINDING one. When you do find one, they aren't cheap either. But then, you get what you pay for.

The M5OD and the ZF are identical in length and mounting points. The 435 is shorter and would require some fabrication to mount the transmission crossmember.

Lest I forget to mention it and someone whines, the Borg-Warner T-18 (1965-1991) is a nearly bullet-proof 4-speed with a 1st gear almost as low as the 435.

The NP 435 and the BW T18 will need bellhousings. The M5OD and the ZF have the bellhousing integrally cast as part of the case.

I have a donor '92 F-150 that was going to provide the 300 and the M5. But now I'm actually sitting on TWO M5OD's that I will never use if you decide you want one, let me know.

 

My main concern is the driveshafts, can I use the same ones? Will I need to hunt the boneyards for them?

 

NP435 is bulletproof. It has a lower 1st gear than the ZF5 but the ZF5 has the overdrive.

The ZF5 will be fine if you don't have a lot of power. The ZF5 has been known to break the tailhousing and have some internal issues but if you don't have a lot of power and drop the clutch alot then you should be fine with ther ZF5.