And if you can see it, the Output Shaft Snap ring is #151, that allows the output shaft to come out.

 

No need. Get the 4wd trans and the transfer case both and bolt them both into your truck. Without a front axle, you just wont put a front driveshaft in and then you can either just leave it in 4wd low, for crawling around the farm, leave in 2wd high to act like a 2wd trans all the time, or you could get "fancy" and install the floor shifter too, to have the option.
4WD low is NICE for backing up trailers and equipment, nice and slow and easy. I've said it many times over the years, but imo, all trucks should come with transfer cases. I use 4wd low, with my hubs unlocked, far, far, far more often than I ever use 4wd (in hi or low). It's so freaking handy.

I would have installed a t-case on day freaking one, in my 2wd F450, if there was a way to install emergency brake cables on the rear calipers, so I could trade out the driveline brake and hang a t-case off the rear instead. Day one! Man, I can't tell you how much I wish this truck had a t-case for low range.
(1987-1997 F-super duty/F450 trucks, all came with 4wd transmissions with driveline parking brakes).

Just keep in mind, most t-cases use the front shaft to pump, so only light crawling around the yard/farm with it in low range is all.

 

@FORDF250HDXLT and the transfer case is free right?

 

If you install the transfer case you either need to shorten the driveshaft, or get one that is the right length. The original shaft will not fit.

 

And the cross member is the same 2wd vs 4wd?

 

pretty sure , theres different designs but they should be the same between the size trucks and drivelines. but there is a crossmember that differs for exhaust and front output clearance on either broncos or some older obs (possibly back into the 80s) that exists out there

 

Good news got lucky this weekend found a 2wd E4OD trans going to put it in this weekend as it been wet and raining all weekend.

 

Agreed used E4ODs are a dime a dozen - and just about all of them are crap or soon will be after some additional use. They are by far among the worst transmissions Ford ever put out. I had them fail in Broncos that had never seen off road, low mileage super duties, high mileage OBS that have always been driven like cars and at 100K with heavy use even with a transmission cooler and 30K fluid changes. They are crap.

 

If they do any kind of quality work that is very cheap.

 

I would disagree, early AODs are far worse.

Flaccid shifts and converter clutch failure kill most E4s snd 4Rs. Well most autos actually.

 

As stated above the truck is not worth the 2k for a rebuild. and is not something i would want to do myself.

 

I spent a little less than that for my rebuild and I did it myself.

I don't think they have the experience with an E4OD quoting that low. I'd pass as you say.

 

While the E4OD had a lot of early reliability issues, there are a few things in its corner
1) Its the only one of the big three to offer a Heavy duty 4 speed auto in the 1/2 ton (F150) truck series, as well as broncos(no comparable HD trans in Tahoes/Blazers or Ramchargers/Durangos to my knowledge)
2) Its based on a venerable C6 with an auxillary unit behind it rather than ground up heavier duty, which meant it had less physical vulnerabilities early on more electronic/controls
3) They correctly used the E4OD in trucks with high torque engines and weight/gvwr vs the competition
4) most users with an E4OD went the whole life of their truck without issue
5) At least in my e4od, the Torque converter has its own drain plug
6) IIRC, ford went to shift cable in 1992 or 3, gm did not till 1994/5 (linkage before)
7) The upgrades to the E4OD are fairly well laid out in TSBs and the aftermarket for the factory changes, the 4l80e by comparison is a little more murky in the years of changes and what is compatible in my personal opinion

For comparison, in 1990 you could get a 3l80 in a GM truck, only 2500 or bigger, and I believe only 8600gvwr or heavier. In 1990, you could get a base model F150 with an E4OD
In 1996, for this generation directly comparison, the E4OD was relatively smoothed out issue wise, was available in F150, and all that.
in 1996, the C1500 or K1500 would be a 4l60e which was just starting its walk of shame with added complexity and some electronic changes that would only go on to be issues for GM until stamped out in the mid 2000s, and you need a C2500 or K2500 (8600gvwr or higher) to get the 4l80e. THe C2500 or K2500 (LD) would only get a 4l60e and 6 lug axles

I say this as an owner of an E4OD and a 4l80e, and who has owned a 4l60e 1996 C1500 and i , albeit shortly, owned a 2001 4r70w

 

All the ones I've seen use the main output shaft as a pump drive
With your reasoning, the case would burn up in 2 wheel drive just driving down the road

 

The front output is usually the pump ive noticed on the always spinning era of transfer cases, its usually the main output on true part time

The np241+ cases go in trucks that have a spinning shaft in the front because gm used axle disconnects starting gmt400 , so not sure about the np241 precisely but the 246 and 261/3 i believe use the front output to pump since the front driveshaft will always spin when moving

I am not sure about borg warner cases such as the ones in these trucks.

my np208 iirc uses the main output shaft to pump.

Np203 notoriously uses the front output to fill a lubricant well , if you dont periodically use 4hi or 4loc (cant recall) youll burn up the case if you part timed the truck (lockers in the hubs)