c6/E40D/zf 5 Conversion
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From: Cowtown, USA
c6/E40D/zf 5 Conversion
I have a 1987 F250 2x4 with a 6.9 litre diesel. it has a c6 trans in it currently. I would prefer to convert to a zf 5 but i am having trouble finding a parts rig(any leads would be appreciated). However i am seeing a lot of available e40d available and i have a few questions.
1 Do i need to program my truck for overdrive? can i just plug and chug?
2 many say 1988 or 1989 - 95 does it matter don't they have the same bolt pattern?
3 is there a difference between a 2x4 or 4x4 version?
4 what is the typical MPG with an e40d, I believe i have a 4:10 ratio.
1 Do i need to program my truck for overdrive? can i just plug and chug?
2 many say 1988 or 1989 - 95 does it matter don't they have the same bolt pattern?
3 is there a difference between a 2x4 or 4x4 version?
4 what is the typical MPG with an e40d, I believe i have a 4:10 ratio.
Posting Guru
Joined: May 2004
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From: Prince George, B.C.
You need an E4OD from an '88-93 (any IDI diesel, not Powerstroke) you need the 2x4 tranny, and you will need the controller for it. Don't know about milage though. I would keep on the look out for the ZF5 though.
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The mpg will be alot better with a e4od becuase it is electonicly controlled. The c6 does burn alot more fuel becuase its mechanical. My old man has the e40d in his 93 250 diesel and it does not were near rev as high as my 7.3L with the c6
Post Fiend
Joined: Nov 2003
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From: Nutter Fort, WV
From what I have seen of the E4OD tranny, you could pay 6000 for a ZF 5 installed and you would be many dollars ahead after 200,000 miles were on it.
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From: New York
if you look on ebay lots of times there is zf 5 speed trannys that are rebuilt listed. dont no how good they are.
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From: West Valley Utah
"IM in Florida, I have a zf5 and everything you would need to convert, make me an offer"
That would be a great way to go for me except I need to adapt to a cummins. Every way I've looked at whether it's convert to an OD auto or manual 5sp gets into a whole lot of dollars. Even with a gear vendor OD, my cummings is wound up tight at freeway speeds (4:10 gears /33" tires) also out of the torque curve so just about any hill will slow it down to around 65mph and a steep hill 63 mph, which is not bad under a load but I dislike running 2500rpm at freeway speeds, 1500-1800 would be bout right. My engine alone cost almost $6 grand and another $2 grand for the gear vendor. OD autos run $3 grand or better plus adapting, 5sp a bit more when you add cost of bellhousing, flywheel ect.
An outfit called Wolverene here is Utah builds a married 5sp main, 4 sp aux I've looked at but that still only gives an OD so I'd have to keep the gear vendor and that presents some driveline problems both front and rear
Change gear ratio and lose the bottom end pulling and put stress on the C-6 starting under a load. Guess I wont be happy until I get that long nosed Pete to drag the toys.
That would be a great way to go for me except I need to adapt to a cummins. Every way I've looked at whether it's convert to an OD auto or manual 5sp gets into a whole lot of dollars. Even with a gear vendor OD, my cummings is wound up tight at freeway speeds (4:10 gears /33" tires) also out of the torque curve so just about any hill will slow it down to around 65mph and a steep hill 63 mph, which is not bad under a load but I dislike running 2500rpm at freeway speeds, 1500-1800 would be bout right. My engine alone cost almost $6 grand and another $2 grand for the gear vendor. OD autos run $3 grand or better plus adapting, 5sp a bit more when you add cost of bellhousing, flywheel ect.
An outfit called Wolverene here is Utah builds a married 5sp main, 4 sp aux I've looked at but that still only gives an OD so I'd have to keep the gear vendor and that presents some driveline problems both front and rear
Change gear ratio and lose the bottom end pulling and put stress on the C-6 starting under a load. Guess I wont be happy until I get that long nosed Pete to drag the toys.
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