Howdy all.


I have a ZF 5 speed I bought with the idea of using it in my F-600. It came out of a early 90's F-350 2x4 that had a blown 7.3l IDI engine. The guy had removed everything to put a 460 in it. I got the trans, flywheel, stick etc.

I recently aquired an E4OD (from a F450 Superduty) and I have decided to use it instead.

Does anyone know what the ZF might be worth?


Will it bolt up to a 6.9 too?

For that matter can I bolt a 6.9 to my E4OD too?


Thanks,



Rick

 

you might want to reconsider using the E4OD instead of the ZF5....personally, manual vs auto aside, I would take the ZF over the E4OD anyday. I have no idea what a ZF is worth, Ive never priced one out new or used...but Ive heard around here an E4OD is $1200cdn at the wreckers.

 

I have been following discussions on the E4OD a bit around here.

most people don't like the older stock ones. I have been told by more than one trans guy that an E4OD built correctly with the right updated parts will work reliably.

The one I have was given to me by a guy that routinely towed an excavator around behind his Superduty.

It's got about 100,000 trouble free miles on it and my thinking is that I would get it rebuilt (or do it myself) and use it in the F-600 behind either a 6.9 or a 7.3 IDI engine.

I want to use it because of the fairly high OD ratio and locking TC.

I'll control it with one of the after market controllers out there on the market.

 

the OD ratio on the E4OD is 0.71:1, on the ZF5 its 0.77:1

1st gear on the ZF is either 4.14 or 5.08 depending on which model you have, on the E4OD its 2.71. The E4OD is a strong tranny for sure, the TC isnt lockup from factory which I think you know. They both have their ups and downs, I just prefer to shift gears manually and not have electronics do it lol.

 

I bought a good used ZF-5 a little over 6 months ago. Paid $650 cash and felt like I got a pretty decent deal.

 

Well I guess I'll sell mine......I don't want to shift gears manually!

I am confused about the E4OD. I thought they were ALL equipped with a lockup converter. I have looked at a lot of rebuilder websites and it appears that they don't even provide a NON-lockup converter for them. I was under the impression the E4OD was similar to the C-6. Differences are: OD and lockup converter. This is wrong?

Sorry, the only thing IDI about this thread is the thing came out of an IDI truck!


Cheers,


Rick

 

I am in the process of swaping an E4 in my 86 f250 right now, the C6 it came with is a nice trans, but I got tired of loosing fuel to it.

All E4ODs have a lockup TC, usually 3rd and 4th are locked, but if you run a programable PCM, you can have it lock under any conditions you prefer. If you want you could treat it like a 5th gear, or have it lockup in as early as second gear for best fuel economy. If the TC is the factory one, than I would replace it with an aftermarket one. The stock TCs are not very strong and are prone to coming apart inside (usually at 90k-130k miles), often ruining the rest of the trans.

The C6 is what the E4OD is loosely based on, simply put, the E4OD is a C6 with an overdrive in front of the main geartrain, has a lockup torque converter, and is computer shifted. Forward and reverse geartrain is soposedly interchangable.

The bolt pattern is the same between the 6.9 and 7.3, but the offset of the flexplate is different between the E4 and C6 (not sure what you have right now). For my install, I made a 1/8" spacer to take up the difference, but the flywheel bolts may still press into the TC slightly. The best thing to do would be to get the flexplate for the trans that came off the 7.3.

And you may already know this, but the E4OD is longer than the C6, so the driveshaft will have to be modified. I was able to mix and match between the old and new driveshafts using an offset u-joint to ge the correct length.


And don't be sorry for the topic, this is something that comes up often with the older IDI trucks. There is alot of untaped potential in the older trucks due to the lack of overdrive. Its often a big reason why some guys trade up.

 

Dave,

Thanks for that info!

He did give me the TC, flexplate, and other stuff. He kept the computer and associated harnesses since he needed it for his speedo etc. I want to use the PCS computer anyway and I'll probably make up my own harness or find one at a wrecking yard. Just about every function is programmable so I could probably select lockup just about anywhere I want.....even do it via a switch for manual over-ride.

The PCS has the capability to accept speed signals from 4 different sources/sensors so that'll be better.

I know I'll need to shorten the drive shaft since I'll also be installing the tail mounted E-BRAKE assy. BIG trucks don't have parking brakes!!

I have read that the stock TC is problematic. Once I get everything working I'll swap it out for sure. I'll probably just do a complete exchange for a reman/rebuilt once the time comes.

With the 2 speed axle It should work well. I don't think I'll need to shift the rear axle "on the fly" but it will be like a low range when needed.


Right now this truck has a T-98 4 speed and a Y-block in it. (Actually the Y-block is sitting outside on a stand. I had it completely rebuilt by a local reputable machine shop) I have a new clutch, pressure plate etc ready to go in. When I do the restore though I want to put it back together with a strong OD type automatic. The E4OD from the Superduty should be perfect!


I will definately get rid of that Diesel ZF 5 now.... anybody need one in the NW?


Regards,



Rick

 

So you're planning an IDI putting a diesel in the F-600?

 

How much you want for it?

 

Well,

Since this isn't a for sale thread/forum. I'll send you a PM!


Cheers,

Rick

 

I was thinking about it!


I bought an 86 6.9 F250 new and really liked the engine. Simple, mechanical injection and I put an ATS turbo on it and ran it 50,000 miles with no problems. I thought the 6.9 was a pretty good engine for medium power....