I searched for the info I wanted without success. I'd really like the OD for my '60 F100, but I don't want to spend the $$$ for the stand-alone controller for it. Has anybody swapped the engine/tranny with the electronics? Could I swap to a carb while still running the tranny with the computer? Anybody know of a company that might have the answers? Thanks in advance.

 

With the E40D trans, you have to run a computer. It's totally computer controlled, there is a company called Beauman controlls and they make a stand alone setup, but if you have a complete donor vehicle that would be a better way to go. Then you'd have the EFI and all the proper controlls that go with it. I thought about using an E40D trans in my 56, but to make it work right, you'd have to spend around $700. It just wasnt cost effective enough for me to use it. A regular AOD will work without a computer and will handle a reasonalbe amount of power? Just my 2 cents worth?

GOD bless

 

A few of my thoughts

I would also consider running an older AOD without the electronics. Besides the electronics, An E40D is a large trans, the case is quite a bit bigger than a regular AOD. i dont know about fitment in our trucks. Anyone else?

Keep in mind that a 90's 460 only made 230 HP and 400 Ft lbs. which is really not THAT much. A slightly beefed AOD should handle it .

And they cant be modified that well because they are "speed density" controlled and not "Mass Air Flow" controlled

Mark

 

Just an AOD needs an adapter to fit the 460.

As far as speed density he could go as far as 350 hp then his injectors are maxed. Just needs to choose the right cam and maybe heads.

 

the E40D is basically a C6 with overdrive. a lot of the components swap between the two transmissions. a popular upgrade for the C6 is to use some of the components from the E40D such as the roller bearings and a few of the internal parts.

the fuel injected 460's use different heads than the carb 460's so the intakes will not swap over. there would be huge port misalignment, so to run a carb, you would also have to swap heads.

also the computer doesn't run the engine and E4OD as separate compnents, the computer uses sensors on the engine to run the transmission also, so if you did put a carb on, you would have to find a way to transfer the sensors (throttle position, manifold sensor, etc) to the carb to run the tranny properly.

to run the E40D you will either have to swap over all the wiring and electronics from the donor vehicle or buy the aftermarket controller to run the transmission seperately.

rgds
Mike

 

Thanks everybody for your input. It is a big tranny, I never even thought about it fitting. It's just that i see those combos in the junkyard and even though I have no intrest in that motor's choked-up top end and electronics, who doesn't want a 4spd auto??

Adrian

 

i dont . i used to be one of the i want the creature comforts brigade , that is until i got into my 4000 pound green happy pill called bessie . i wouldn't give up the manual tranny , steering , for any thign . it just takes me back a few years when i sit in it and brings back fond memories of bangin' gears and burnin' rubber . if i keep the 55 it will probably have an auto as thats all i have to fit the b.b.'s or s.b.'s i got . they are all old school c-4's and c-6's .

 

Howdy,

I'm planning an E4OD in my F-600.

It's a good choice if you're going to tow or haul a big load. Mine came out of a 94 N/A 7.3L diesel F450 Super duty with a huge service body on it. It routinely towed an equipment trailer with a mini excavator on it. The previous owner told me that it totaled around 18-20,000 lbs.

It also had the tail mounted parking brake on it. That's the only parking brake I can use since my rear axle doesn't have provision for a parking brake.

I won't be using the 7.3L bell-housing E4OD except as a rebuild "core". I'll have to use the one that bolts to a 351/300 engine. I'll have that one rebuilt using the heavier duty internals common to the diesel model in the F450 and use this adapter with my Y-block.

Yes, you'll need a controller and some sort of throttle position sender and maybe a couple of other sensors etc.

I think it'll be worth it to get the lockup torque converter and the OD.



Regards,


Rick

 

I've actually done this swap on my 86 diesel, and I love it!

The Baumanator controller is one of those products that does as it claims, an I am very happy with it. You can also easily custom tune the shift timing and firmness (line pressure) to your liking, which is not so easy with an AOD, which has to be recalibrated in the valve body for any mods.

If you don't want to spend $550 for the controller and harness, you can look for an OEM setup from a diesel truck from 1988-1993. Those years had an avalable E4OD tranny but the diesels were all mechanical, so its basicly a standalone trans controller.

I would strongly advise a few upgrades for either tranny though. The E4OD needs a proper torque converter, and the AOD needs stronger shafts.

 

The guy I got my E4OD from put a ZF in his truck.

He told me if he didn't need the computer I could have it along with the throttle position sensor and harness if it wasn't needed.

Is any of that stuff needed for his speedo or does he have a separate box to drive the speedometer? (his is a 94 diesel non turbo)

 

David85 what's wrong with the stock E4OD converter, and what is recommended for it?

Adrian

 

As far as i know, 1992 an newer has an electronic VSS that sends it's signal through the PCM. But snce the IDI diesel and the ZF transmission both do not require a computer, there may be an exception here. Does your transmission have provision for a speedometer cable?

For a torque converter (especially the ealier ones), they have a nasty habit of falling apart inside, actually its often reffered to as exlpoding.

The problem is that the internal impeller and turbine blades are crimped together instead of wielded (The shell is also weak), or better yet, brazed. Being crimped together, the blades can flex under the hydraulic pressure of normal use, causeing fatigue and eventually stress cracks. Often when they finally do let go, its at low speed and it feels like a neutral out or something. But in fact the torque converter has actually become a rattle toy with all the shrapnel thats now inside it. If that wasn't enough, those pieces are now getting pumped through the transmission now, and it could grenade the whole tranny (complete rebuild is needed).

The lockup clutch and apply piston are intergral to the torque converter as well. The stock lockup is only one friction and the apply piston is weak and also prone to cracking ( if he piston cracks, it will allow fluid pressure to blead, and eventually not be able to hold the converter locked, and cause a slipping condition). So if you want more holding power for the clutch and bump up the line pressure, the apply piston will likely fail eventially, but even at OEM setting it can happen. This is ofted what causes the dreaded code 62, which is converter clutch failure.

Those two are only the more major problems with the torque converter, so when you get a good quality TC, it will have other internal upgrades in it as well. Mine has a tripple clutch, and billet front cover, and ran me $700+.

What you have to bear in mind, is that the E4OD was initially desinged for a maximum of ~250Hp, under normal use in its early days, so depending on how you plan on using it, you want to put in as much internal upgrades as possible, and there are many, I'm sorry to say.

But having said all that, they are a sound design when updated to the latest OEM specks and equipped with a good TC and shift kit. The wider ratio 1st and second gear ratio also gives it an edge over the AOD.

As mcdonaldm said, the E4OD is essentially a C6 with an overdrive planetary set in front of the main geartrain, and many parts can be used in the C6.

 

Having being curious on the E4OD controller, I looked up the wiring diagrams from the shop manual. It looks like you maybe able to modify the stock diesel controller to work.

The sensors it needs are:
Barometic sensor - this one is easy, just mount it and plug it in
TPS sensor - A standard 5.0L one could be easily adapted to a stock Holley 94 with the extended throttle shaft. Don't know about a 4 barrel though.
RPM sensor - now this one I have no clue as I don't know how it's mounted or looks like
VSS - It originally gets a modified signal from the differential through the instrument cluster (PSOM) but if you can mount a standard Ford VSS in the tranny then you can bypass the PSOM.

Heres the wiring diagrams:

 

An stock PCM from a 1988-1994 ford diesel will work nicely since it is essentially a standalone controller, although you will not be able to custom program it. As I already mentioned, 1992 and up expects a VSS on the differential, and has no speedo cable.

Even if running the baumanator TCS you will stil need to mount a TPS, and make use of all the other sensor that the E4OD normally uses (except a tach is not needed anymore).

 

The 92-94 module can operate without the differential ABS speed sensor and the PSOM. The PSOM changes the ABS speed sensor to a more compatible 8000 pulse VSS signal and sends it to the PCM. The regular Ford VSS has the same output and you could use it in place of the PSOM.

Here is what the Ford VSS looks like: