Hey everyone, haven't posted on the site for a few years now, but really enjoy all you guys and the knowledge. Need some advice on my old big block. Got a cherry '90 F350 crew cab 4x4 with a OBD1 460 and the E4OD. The trans gave up the ghost again. Locally I can't get a tough enough trans built, and the 4K sticker shock of a TCI or big nasty purple box just to get what I had for dependability is very disheartening. I don't use the truck daily, and the 460 remains stock, but it is always something small and stupid that heeds a trans removal, never an abuse issue. My general opinion is that the E4OD takes a lot a maintenance and adjustments and is a very needy trans, not to mention an expensive one, especially when you start throwing engine sensors at it too.

Want to know if anyone has ever done a trans swap to a different OD trans, like maybe an adapted and built AOD or an Allison? Even curious of a C6 with a gearvendors unit. Looking for simplicity, not really worried about the cost so much, one and done kinda thing. I have a nice shop and a fabricator in my arsenal and have turned every bolt on many these old gals, just curious if any one has done this swap and what you did.

Thanks, Dan

 

How about a big green box, about half of your 4k
E4OD Transmission Super Duty Gas 4WD, E4OD 4x4 Transmission, Super Duty E4OD Transmission, Rebuilt E4OD 4WD, Ford E4OD Transmission

 

The C6 was optional for these trucks, so a 4x4 version can be pulled out of a junker truck and bolt it up. The catch is the driveshafts will need to be modified based on the placement of the C6 transfer case, as well as the computer either needs to be partially bypassed (C6 uses manual shifting mechanisms) and accommodations need to be made for the shift linkage. Its up to you if this work is worth it for having a more simple and bulletproof trans

 

Aren't the early E4OD's able to be modified to be more reliable with later parts?

 

I disagree with the OP's opening statement. The E4OD is 100% electronic controlled and requires no adjustments. Any engine sensor out of range can trigger Limp Mode.

What issues are you having and has anyone run the KOEO tests and stored code display?

 

This time around I have a pump failure. No KOEO codes leading up to it though.

That price on the monster-trans is very enticing though.

 

Hard failures like that after a rebuild are unfortunate.

 

The last time the torque converter and lockup solenoid was damaged from best we could guess is using the hazard lights while driving and messing with the lockup solenoid. Just getting tired of dealing with all of this transmissions shortfalls. Investigated stripping the housing and going with 4R100 parts this time but already spent alot on upgraded internals and my trans guy says I need a newer E4OD core before he could attempt that, so my already expensive trans is a big paper weight right now. He also said it would be best to use a stand alone controller, his customers have been using them in large chassis-cab trucks without issue, but the shift quality will drive you nuts. They bang so hard into gears that the driveline almost has a backlash whip, but to his defense, they do hold up. Just would like to move away from this trans altogether sadly. It's not worth all of that just to have a lockup trans. My mileage is around 11 idling or towing a loaded 20K gooseneck, no I'm not that worried about losing mileage. The truck has dual electric fans so even if I use a slushbox I'm pretty sure with the right cooler I can move enough air to keep any trans cool.

 

Turning on the flashers disables the torque converter lockup function. An unlocked converter will generate more heat. What size cooler are you running? Heat is the #1 enemy of any automatic transmission, especially the E4OD.

A 20K gooseneck is putting quite a load on that F350....

 

The gooseneck is rated at 20K#, but I do haul well under that rating, just an example. Most I've pulled with it was probably 8500lbs on the trailer, trailer weighs 6500.

There was an aftermarket cooler on the truck when I bought it, I replaced it when the first trans went out thinking metal may have been trapped in it. I went bigger and used a Hayden measured 15 X 10 if I remember right. Had 3/8" NPT fitting on it.

 

Looks like plenty of cooling capacity. Black cloud of doom syndrome.

 

I have a 95 powerstroke with nary a problem with the ZF-5sp and would love to drop one in my big block, but the wife wouldn't be able to so much as get it out of the driveway, lol.

Just wanting to see what other configurations guys have come up with. I would value the gearhead challenge more than repairing this trans again. I also heard the 4L80E trans is a good one to adapt and standalone controllers work very well with them. I'm not sure I could face the chevy guys with a GM slushbox under my truck though

 

My 96 F350 /460, C6 has a GearVendor. I love it! Make sure it's cooled good, heat is what kills a tranny.

 

Is your truck 4x4 Eagle275? I do believe they make one that bolt on between the trans and t-case and that is what I would use if gone that route. How does the gearvendor unit shift? I am very interested in them, never found anyone that had one behind an auto, only heard of guys with manuals and a manual shift switch. Do you like the gear splits or just run it on the topside for an overdrive?

 

Hey Red Dye, sorry it took so long for me to get back to you. My GearVendor hooks up behind my C-6. It also can split the gears or run it in auto. I usually run it in auto, but have have split gears with a load of dirt, etc.