Like what the F is all that?lol Is any of that really neccessary at all? That's the kind of crap that doesn't even work and has to get replaced in like 5-10 years and meanwhile there's trucks on the roads from the 80's who's tranny's have never even been touched before except to change the fluid. I'm not trying to downgrade anyone's opinions, just sharing my own, no matter what you gotta do what makes you happy and that's what is gonna matter in the end. Dave I know you chose to go w/ the E4OD and I respect that so don't think different, I think you know what you were getting into from the beggining and I know it's a challenging project and I honestly just wish you the best and I hope your project goes very well and is very successful.
An upgraded torque converter for the C6 costs $250 nice! I'll think about that if I ever have a problem w/ it! Maybe in another 20years or so..... I never had a problem w/ slippage as it is now. As far as MPG are concerned, I really can't see a tranny playing a big factor w/ the exception of ratios, what's a little less slipage gonna save someone, 1 mpg? Just sharing some more opinions. I wish the 1st gear was a little lower in the C6 I'd drop down to 3.55's, I dont see how anyone can handle 3.08's though for sure.

 

Ahhh.....if I had a dime for every time someone thought I was nuts...... Oh well.
All those features came with the controller, and oddly enough, it was the cheapest I could find short of getting a stock PCM from a wrecker. I think it would come in handy to have two different shift patterns; one for towing and one for running empty. I don't really need the semi-auto feature, but since it came with it, I may as well use it.

Ya prolly don't want to hear this, but....

The E4OD has a lower first and second ratio than the C6, and even wider ratio gears are avalable. As I mentioned earlier, the main forward plannetaies are interchangable between the two trannies.

 

David, in your signature you have listed that you have a C6 with GV, & will be installing an E4. Did you do the switch already? You have the power to settle this discussion or at least influence/persuade a few Blue Oval fans. Is it a low/no hastle install? What are the performance differences, towing vs. non towing, fuel mileage, etc. You seem to be able to give it an average guy DIY, this is what happened, this is what works & what doesn't work, kind of an approach.

Facts & figures Ford guy is on our side!

 

Uhh, I do not have a GV overdrive and I never have (never will).

I guess I'll have to clean up my signature so its not so confusing. What my sig reffers to is 3.08 gears with limited slip differential and a C6 transmission, thats all my truck has for now. As for swapping the E4OD....

After all my reasearch and carefull consideration, mulling over all the upgrades the E4OD will need, I made one near fatal error. I acted on some bad info and assumed that a 460 gasser bolt pattern will match the diesel. Now I am faced with the prospect of having to tear down the tranny again and swap all of the guts to another case. If it wasn't for that, I would have been done by now , live and learn I guess.
I can still give you a run down of what has to change mechanicly speaking, for the new E4OD to settle in.
Since I had access to the donor vehicle (1991 crew) I also took the drive shaft and transmission cross member (the C6 crossmember can be used if need be). To put the new crossmember in the truck, all I will have to do is drill some extra holes in the frame. As for the new drive shaft, I will be able to mix&match between the old and new shafts and end up with one that is the correct length, without having to pay to have anything shortened (though I will probably still have it ballanced). I also took the transmission cooler lines since the E4 is longer than the C6. The transmission it self is a strait boltup the the diesel (or at least it will be, once I get a new case ), and there are no clearence issues inder the floor (ford's truck was largely unchanged from 1980-96).
The wiring is a little complicated, but most of the work was done for me when I bought the TCScontroller / harness. If you want to save a little coin, you can use a stock pcm and harness from a wrecker. A throttle position sensor will also have to be fitted.

I still think the E4OD is a good transmission, and I have tried to explain why, but it will always be a tough sell.

 

Let's talk in 2 years/100k miles. Then we'll see if your opinion has changed

 

Like I said, it will always be a tough sell.

 

David, sorry I mixed up your sig, it was AndysFords that has a GV unit.

 

Well, for what its worth, I'll let you guys know how things go, I plan on ordering a new case shortly.

 

Since no-one is willing to go OT on this thread I will have to do it. I would swap a ZF5 in personally. I have an 87 dually with 4.10s and a C6 and a 91 dually with 4.10s and a zf and the I love the zf trans. I live in hawaii where the max speed limit is 55 and the fastest I usually drive is 65 so the c6 is adaquite, but swaping a zf5 in would make my 87 much nicer to drive. I would even do a t-18 swap if I come across a diesel trans/bellhousing.

Back on topic, I rebuilt the c6 myself. It was the first automatic I've ever done and it was very easy, really. If you have a big enough clean space and keep the parts in order, anyone with a bit of mechanical inclination and a stong back, they arent light, could probably do it. I dont imagine the e4od would be much harder. In my opinion a properly built e4od should be strong enough, like david85 said the geartrain isn't the problem. Line pressures and heat kill these trans so updating tq converter valve body pump and cooler should fix most of the problem. Also driving in OD lowers line pressures so you shouldn't tow a load up hill in OD. The thing about automatics is any auto, c6 included, will need a rebuild eventually. Just like a manual's clutch will need to get replaced the clutches in an auto will have to be replaced due to normal wear. An updated e4od thats used properly should not need to be rebuilt any sooner than a c6.
My 2 cents
Dave McGuire

 

Nice to know I'm not alone when it comes to some of my opinions regarding automatics and the E4OD in paticular. I've been through an E4, and theres not much to them (and not much wrong with them either), you just need some mechanical understanding, the proper book, lots of clean workspace, and a few choice words may also come in handy when removing or installing the tranny .

If you don't mind driving stick (many even preffer it) than the cheapest way to get an overdrive tranny into one of these older trucks would probably be to find a used ZF 5 speed trans. Theres still the clutch pedal (and related components), different neutral safty switch to wire, and maybe the drive shaft. Bu its at least as much trouble to put an E4OD in.

I'd say go for it.

 

doesn't seem like you're quoting someone who's been around the block anywhere near as much as some of the other guys on here though, like how many e4od's has the guy owned or had rebuilt?

 

""owned or had rebuilt?""

Uhh, do you mean to say that if some one was forced to have their trans rebuilt by some one else, that they have been around the block?

 

David, what's the deal with the "rollerized AOD trans" in your sig?

 

Hmm.....I thought that looked a little funny. I am trying to reffer to the 302 V8 that has a rollercam. I don't know much about this paticular tranny, other than it was overhauled a few years ago, and has been a solid performer for me.

 

thats a little better