Today was a frustrating experience trying to install my new clutch and flywheel and mate the ZF to the 302. I'd gotten some 7/16" Grade 8 hardware at the farm store to mount the trans to the block (two 1 3/4", four 2 1/2" if you're interested). First I installed the new pilot bearing. Unpacked the new flywheel, cleaned the surface with brake cleaner, and torqued the new bolts to 80 ft-lb. Then put the disc with the plastic "input shaft" in place. So far so good.

Put the clutch cover up against the flywheel and got my first surprise - the pressure plate bolts are 3/8", NOT 5/16". So much for "all Fords are 5/16"... Had some Grade 8 3/8x1 12-pt-head bolts so I used those. Torqued them down.

THEN I remembered that I hadn't put the block plate on first!!
Took it all off and did it all over again...

So now it's time for the new throwout bearing. Guess what - the kid at the chain store had sold me a clutch set for a mechanical fork, not a hydraulic slave cylinder, despite my clear instructions. Drove back into town and got the correct bearing (on the second try. First time they gave me one that was similar, probably for a 4-speed. Fortunately I brought the old one). FYI, the correct p/n is K0064-04, not -01. Apparently this was a common situation since the counter people weren't even surprised and immediately knew which bearing to look for. Also picked up some "Chevy" pressure plate bolts, 3/8" with the proper nonthreaded shoulder. Went home and took the pressure plate off AGAIN and put in the proper bolts. Can't change them one at a time for fear of warping the new clutch cover.

Then it was time to wrestle the huge ZF (precariously balanced on my floor jack) into place behind the 302 (dangling a couple inches off the ground from my cherry-picker). That big coil-spring behind the throwout bearing was pushing back just enough to make it an interesting exercise without squashing some fingers or toes, but I made it (although it would have looked as though I were humping it or something) and got a couple of the bolts started. The remaining bolts went right in (I'd used a thread chasing tap to clean the block threads first).

Now I'm beginning to wonder if I've bought a 4WD divorced transfer case, or a 2WD ZF... it has U-joint yoke ears sticking out the back, but no slip joint. Guess I will need a driveshaft with a slip-spline in it somewhere. There is a driveline shop here in town!

The ZF part number on the tag is S5-42, E9TA-7003-RA. Any numbers gurus know what I have?

-Charles

 

I just finished the same steps as you, but I'm going from a 4-speed to the ZF so I already had all the correct hardware, although I did have to modify the master cylinder to accept the new hydraulic hose.

It sounds like you have a 2WD ZF, which would use a two-piece driveshaft. The part number you have is shown to be from a 1989 F250/350 4x2 with a 4.10 Axle Ratio. What year/model truck is this going into?

ZF's website has some good information:
ZF Friedrichshafen AG / Pickup Driveline
Application progression chart:
http://www.zf.com/na/content/media/i...ion_Charts.pdf

 

Good, at least it's the right ZF! I've never seen one before and swapping/building Ford stuff is new to me. Thanks for the info.

The truck is an '84 longbed F-150 2WD. I am looking for a floor hump and crossmember now... (I could always use a BFH to "modify" the floor pan but would rather have the right bolt-in piece).

 

Best I can tell, you can use any 5-speed crossmember from about 88-96. I've been told that the transmission tunnel cover that came stock with my 4-speed will work with the ZF, but I haven't got it all back together yet to know for sure.

I have to put a helicoil in one of holes where the transmission mount attaches then it should be a matter of bolting everything back together.