5-speed trans vs. E4OD ...?
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Junior User
Joined: Sep 2007
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From: Corvallis/Albany, Ore.
5-speed trans vs. E4OD ...?
Hey guys, I have a quick question ... looking in the owner's manual, I see that if my truck had an E40D instead of the 5-speed, its GCWR goes up from 14,000 to 17,000 pounds. What's the weak link in the chain here? Is the trans fragile, or is this just because the auto benefits from the torque converter? Seems like a big spread in weight capacities ...
Cheers!
--Finn John (90 F250 XLT/L, 5sp, std cab, 4.10s, 4x4, 444 "IH Inside")
Corvallis/Albany, Ore.
Cheers!
--Finn John (90 F250 XLT/L, 5sp, std cab, 4.10s, 4x4, 444 "IH Inside")
Corvallis/Albany, Ore.
Lead Driver
Joined: Nov 2003
Posts: 6,900
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From: Campbell River, B.C.
I think the reasoning between auto Vs stick for towing, is partly the torque converter, but the E4OD is also rated for towing in top gear (overdrive), and the 5 speed is not (or so I've heard).
The reality is different however, since there is a much higher failure rate among the E4s than the ZFs, even more so in the early years.
The E4OD can go to hell and back if properly built, but even the latest OEM setups leave alot to be desired.
My feeling is that the difference in rating has more to do with the skill needed to operate a manual transmission while towing, than any durability conserns, lets face it, you don't have to think much when the transmission does it's own shfting.
The reality is different however, since there is a much higher failure rate among the E4s than the ZFs, even more so in the early years.
The E4OD can go to hell and back if properly built, but even the latest OEM setups leave alot to be desired.
My feeling is that the difference in rating has more to do with the skill needed to operate a manual transmission while towing, than any durability conserns, lets face it, you don't have to think much when the transmission does it's own shfting.
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Junior User
Joined: Sep 2007
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From: Corvallis/Albany, Ore.
Originally Posted by Dave Sponaugle
Also don't forget all the trucks with the ZF 5 had dual mass flywheels from the factory.
That was another less than desirable setup.
That was another less than desirable setup.
Post Fiend
Joined: Nov 2003
Posts: 21,285
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From: Nutter Fort, WV
A dual mass flywheel is a two piece flywheel.
There are dampening springs between the two pieces.
The thought was that would help dampen the diesel power pulse as each cylinder fires.
Most trucks that never see heavy loads don't have much problem with them, but they are expensive to replace.
The shop spec for replacing the dual mass flywheel is when there is more than 5/8" free travel between the flywheel pieces.
There are dampening springs between the two pieces.
The thought was that would help dampen the diesel power pulse as each cylinder fires.
Most trucks that never see heavy loads don't have much problem with them, but they are expensive to replace.
The shop spec for replacing the dual mass flywheel is when there is more than 5/8" free travel between the flywheel pieces.
Senior User
Joined: Mar 2007
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if you buy the solid flywheel setup you can do away with that and make it more reliable. i still have the dual mass on my diesel with the zf and ive had no problems yet. i at one time i thought of converting to the e40d, but after all the problems ive heard i think ill just keep what i have then i wont have to deal with all the problems that can come along with the automatic
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Post Fiend
Joined: Oct 2007
Posts: 10,501
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From: Faibanks Ak.
better fuel mileage with zf witch counts more and more everyday to me I dont mind shifting nearly as much as I used to.
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