Does this make sense to do and how hard would it be to do his? I burned up the E4OD tranny in my truck and I went to the junkyard looking and found a diesel truck (minus engine) 4 speed complete with transfer case, clutch parts, pedal assembly, clutch master and slave, front driveshaft, crossmember with rear(tranny) motor mount and the skid plate to protect the transfer case. Took it all out and up front to the counter and they got $240 out of me for all of it. It seems like it was a good deal for me and I don't think it would be too hard to install into my truck. I will need a flywheel and probably some odd bolts, nuts, etc., but is there anything else I will need to have to make this switch? What should I do with the shifter stuff on the column?

 

Your MPG is going to take a hit since the T 19 is not overdrive.
The T 19 is bullet proof though.

Unless it was on the pedal assembly, you will need a clutch interlock.
You will also have to jumper the interlock down where the auto tranny was.

Which truck are you installing this in?
I am guessing the 90 model.

You will have to use the flywheel off a 6.9 engine.

 

nice price there 250$ the only thing i found when i burned up my e40d was 500$ for just the tranny without any accesorys ended up just getting the e4od rebuild and upgraded

 

My MPG was already pretty bad so I'm not too worried about that. It's worth it for what the truck does for me. How can I tell if it's a T19?

What is a clutch interlock and what does it look like?

Indeed it is going in the 1990.
Where is the best place to get the flywheel?

 

What was it in?

 

It was in a 87 F250.The numbers on the tranny are 13-09-065-911 with a build date of M 19 86. The transfer case is 13-45. The engine in the 90 is a 7.3 The clutch interlock is on the pedal assembly. I'm not sure how to hook it up but we can get to that later. I went back today and picked up every loose nut, bolt or washer I could find. I also got the gauge cluster with all the same gauges and without the PRND21 dial for the automatic.

I need to know where I can get a flywheel. I also need to know if the bolts that hold the flex plate on will hold the flywheel or do I need to find other bolts? I may have found them in the bunch I picked up today. The pressure plate looks good. I'm wondering if I can use it and get away with just replacing the clutch disc which also looks pretty good. Will I need to change the length of the rear driveshaft? The front driveshaft for the automatic is a little bit shorter than the one for the stick shift.

 

That is a 19. Also all the 19's I have seen have "T-19" casted in the shift bar housing up on top just above were the back up switch is. Also again, the 19's had PTO access on both sides, 18's did not.

Now the clutch may be fun. I don't think they put 19's behind 7.3's factory. I think they went to the ZF's when the 7.3's came out. If that is the case then you will have to get a 7.3 flywheel and use a 6.9 clutch disk. The ZF's had a different input shaft size then the 19's. But... If you get a solid flywheel for a 7.3, Like the upgrade to eliminate the dual mass, it may not work then because the ZF has a deeper flywheel housing. It may throw the clutch to far back against the trans.

We went backwards from what you are doing. We put 6.9 in front of a ZF. We had to use a 7.3 clutch disk and build up the fork to make it work. At the time they didn't make a "kit" to do this but I was "they " do now.

With all this being said. If there isn't something on the shelf to pull this off. You could run a 6.9 disk. Figure out how far you need to kick back the trans, get an adapter plate for a trans off another motor and have it surface ground to the thickness you need and use longer bolts for the flywheel housing. Make a shim.


The drives are not bad. You can have them made.

Hope this helps...

 

A US Gear OD for T19 is on eBay - T19 OD right now. It will solve that problem Only problem: 2 hrs left on bidding.

Don

 

Thanks for the hot tip. I can not do that right now but I hope to be able to one day. How do those units fit into the scheme of things if you have a 4X4? Do they bolt in in between the tranny and the transfer case or do you put them behind the transfer case and only use them in 2 wheel drive on the highway?

 

If I understand correctly, US Gear's OD can be used for 4WD, but the Gearvendors unit is for 2WD only. Exactly how the US Gear unit is installed on 4WD I'm not sure of.

 

US Gear mounts between the transmission and transfer case, so you can use it in 4x4.
But you have to move the transfer case back, relocate the cross member, extend the transfer case shift linkage, have the front driveshaft lengthened, rear drive shaft shortened. You also will probably have to bend the floor pan up a little to clear the OD unit.

That all looks like the purchase price is is about 1/2 of what the total cost will wind up being to me.

Gear Vendors unit replaces the tail housing on a T 19 on a two wheel drive.
It replaces the rear casing of the transfer case on a 1345.
Everything stays the same except you shorten the rear drive shaft.
The Gear Vendors does wire into the 4x4 indicator so it will not engage when you are in 4x4 or low range 4x4.