I have a 99 f250 4x4 that I changed from manual trans to automatic. Everything was fine until the torque converter broke the weld on the lockup shoe. I replaced the converter and it broke the flexplate in 350 miles. I replaced the flywheel and spacer and gear cover and retainer per tsb and it broke the flexplate again around 320 miles. I don't feel any vibration from harmonic balancer or fan clutch so I am kicking tires for any info that you may have.

 

You need to go to Ford and get the dowel pins for an automatic-equipped engine. The ones for a manual transmission are too short and do not engage into the transmission bellhousing and you have alignment issues between the crankshaft and torque converter. The bolt holes themselves do not locate the transmission accurately on the engine block/spacer.


EDIT:
It's easy to go from an automatic block to a manual but it's advisable to trim the dowels as you don't need two inches' worth to try to feed into the bellhousing. As you've found, going the other way doesn't work out so well. Good luck getting the old ones out though. I got to the point where instead of trying to pull them out, (they're hardened and vice grips won't touch them), I just drill a 1/4" hole in the block opposite the dowels and hammer them out with a hammer and drift. Cast iron is easy to drill and the small holes don't hurt anything.

 

Got pictures of the broken flexplates?

 

I ordered the dowells today and they will be here in a few days. Thanks for the quick response. I fully believe this will cure the problem. I have no problem with drilling the holes as you described. Sounds like you know how to think out of the box!!! Thanks man👍

 

Here are a couple pictures I thought I would take this morning before stuffing this turd back into the hole.

This is a dowel pin for an automatic without the transmission spacer in place.







This is the same dowel with the spacer installed.






This is an actual (not trimmed) dowel from a manual-equipped block. As you can see, there's no way that pin will make it even halfway through the spacer.

 

Why in the world did you go to an auto? Auto trucks are so easy to find. Manuals, not so much. What did you do with the ZF-6?

 

@cleatus12r , I tried to send you a rep, but I am in jail. Thanks for the visual aids because it not only helps Reba3825 to know what is going on, but everyone knows we like pictures.

Maybe someone else can send a rep to Cody on my behalf.

 

I know your post was directed at the OP, but.....

1. Cheaper rebuilds
2. Way more cores
3. Faster
4. Easier
5. No hydraulic/pilot bearing/clutch fork/release bearing issues
6. Quieter interior (no "gear speaker" coming through the floor)
7. Some people just can't drive them or don't want to deal with having to hold a phone, beverage, steer, and shift at the same time. Trying to post status updates on fakebook and shift while trying to not spill a White Claw is a PITA.

 

I know your post was directed at BBslider001, but.....

1. Cheaper rebuilds - The prices on a rebuild kit or replacement transmission vary wildly based on who the parts are coming from, the manufacturer or where the transmission is being bought from. I would say the difference between the 4R100 and the ZF6 are negligible.

2. Way more cores - True, but if the transmission doesn't break then why is a core needed. Not to say the ZF6 doesn't break, that would be silly to suggest that. There is absolutely no shortage of ZF6 cores and I could have a rebuilt ZF6 at my house next week from several suppliers.

3. Faster - True, you go faster while I take my sweet *** time getting to where I want to be at a pace that says I have nowhere to be. Also, I didn't buy a 7.3L to go fast, I've had other vehicles and sport motorcycles to do that.

4. Easier - Easy is a relative term that is subject to scrutiny of the owner or respective buyer.

5. No hydraulic/pilot bearing/clutch fork/release bearing issues - Plenty of shift handle, neutral switch, OD light, loose feed bolts, etc issues on the 4r100...

6. Quieter interior (no "gear speaker" coming through the floor) - Zero problems having a normal level conversation with the passenger in my truck while rolling down the road at 65 MPH towing 12,000 lbs. The two shift lever boots must be in good shape though, but that is a $30 fix once or twice in the life of the truck if some one goes gorilla on them at some point. Gear rollover was loud when I first bought the truck, but since I put in a quality fluid I have had no more experiences with this.

A long time friend of mine has a 7.3L 4R100 dually and we ride in it everytime we take his boat to the lake. There is very little to no difference in the sound from his truck vs. the sound from mine.

7. Some people just can't drive them or don't want to deal with having to hold a phone, beverage, steer, and shift at the same time. Trying to post status updates on fakebook and shift while trying to not spill a White Claw is a PITA. - This is a plus or a positive mark for the ZF6 in my opinion. Not only is it a security feature that some younger drivers cannot overcome, but it also enhances the safety of the driver and those in the path of the 8,000 lbs truck because the driver is paying more attention instead of messing around on Fakebook.

In the end, it is all up to what the owner wants to do with their truck and how they want to drive it. I knew I did not want a 4R100 truck for many reasons which I will not state here because it is irrelevant to the discussion, but I appreciate the automatic transmission and currently have 3 other vehicles with one.

I am grateful to live in a country where we have to make the devastating choice of choosing between a manual and automatic transmission. 1st world problems are the best problems to have...

 

Own a few of each and make a lot of money on the side fixing them in your spare time after "work" THEN make your call on that.

I just bought a 97 "F-Superduty" (F450) and that noisy, clunky, and inconvenient 5-speed is going on Craigslist as soon as I get it in the shop for its 5-foot wheelbase extension.

Believe me, the clunky is NOT because I don't know how to drive a manual transmission.

 

@cleatus12r , brother Cody (quoting your words)... with all due respect... I am retired and will no longer be taking up employment ever, ever again... I took a great job after retiring from the military after 22 years of active duty service, but walked away from it even though I was making $100,000 a year because the BS was too much to deal with and I might have choked someone out if I had stayed. Then, I would be in jail and not typing on the FTE and drinking beer.

Each transmission has it's benefits, downfalls and uses. That is why Ford offered two transmissions in the truck for us as consumers to choose from.

I know full well that you forget more each night about the 7.3L when you rest your head on your pillow than I will ever learn in my lifetime. I simply disagree with your reasons on why a 4R100 is preferred over a ZF6. Since we are citizens in a country that allows us to live where we like and express our opinions freely, we are capable of discussing our opinions and thoughts and are encouraged to have our own opinions.

Hopefully I will never have to buy another 7.3L in my life, so owning a few is out and I will not satisfy your request. If I win the lottery I might own a few, but then again I probably won't because I will take my helicopter to buy beer instead...

I wish you the best of luck in your adventure of selling the F450. Maybe list it in the Marketplace here for a faster and more profitable sale.

Have a nice weekend sir and I hope some warm weather is headed your way!

 

Because the standard did not fit my needs at all. My brother bought the truck unseen from a friend in Georgia and shipped it to me. Only 75,,000 original miles on it and literally spotless. I drove it 1 day and told him the standard had to go. He bought an automatic truck with 44,000 miles on it that flipped and rolled down a mountain and shipped it to me. Made the swap simple. Now it is VERY comfortable to drive.

 

Nope! Supposed to go from 65 today to 20's and 6-9 inches of snow by Sunday morning. Maybe scare off a few liberal imports. We needed snow bad.....hopefully it sticks around a while.

That's fine though. Just got done putting the rebuilt engine in the 2001 dually crewcab and fired it up. It's about ready for family truckster duty. I bought it for $2000 with a broken 4R100. I put $290 worth of parts in it and maybe 6 hours of time including r&r.....Like new.

 

@Sous pretty much said it all for me, so no need to take up more space. I know the auto/manual debate could go on forever. For me, the "towing heavy" part was a huge factor. Sure, if it was just a DD, I might "MIGHT" consider an auto....but even then I just hate the way they shift. Even a BTS trans, which I have had the privilege of being in a few trucks that have them, just doesn't satisfy my truck needs LOL. Anyways, the comment was just me funnin' anyways, not me trying to start another debate.

I will say this. While Cody may have the ability to tear one down and replace parts, that far exceeds 95% of the people that own these trucks, so a minimum $2700 rebuild is always going to be the only choice. That is already the money and more of a rebuilt ZF-6 from All Star. Either way, it's America and we have chocies,,,,,for now LOL

 

Hello, So I have a 1999 F350 automatic w 4r100.. did an engine swap with a lower mile engine out of a 2002 F550 but that truck was a 4x4 manual. Truck drove good but didn't last long before broken flex plate. Does anyone on here have suggestions on spacers and or dowel pin setup that I will need to make this work? Thanks in advance.