cool better mileage!!! for thoes of you who have done it how long did it take ya? and exacly what are the main components i need sorry im still really new to trannys.

 

You will need the large bracket that holds the pedals, the trans., crossmember, the hydraulics and a clutch/flywheel. Ford used a dual mass flywheel, but most people prefer to convert to a single mass flywheel. The DMF can fail and is expensive to replace, but helps absorb vibrations in the transmission. Most people claim no difference in drivability going to a SMF though.

 

I was told my Single mass flywheel would make alot of noise but i can't really hear anything unless i have the windows up and its still not very much noise.....the swap took me about a week but i only got to work on it for like 4 hours a night if that after work so all together it wasn't too bad and i'm very glad i did it. i say go for it man

 

Stick shift.

Make me feel like I am a better driver than I actually may be. I don't even know why. More hands-on, I guess.

 

A 91 swap will be a little harder than the 86 swap. Your truck has a powertrain control module (PCM) for an E40D in it. The 86 had no PCM or on board electronics involved to swap a C-6 to a stick.
That swap gives an 86 owner the advantage of overdrive newer trucks already have including E4ODs. With a four wheel drive, there's different transmission mounts, cross members and drive shaft lengths both for both front and rear axles. The cab has to be the same on a parts truck or checked into if parts come from more than 1 truck. There are wheel base and chassis length differences between pickups and flatbeds if a parts truck is a cab and chassis model. With the pcm, (Computer) made for an E4OD in your truck: If it has a tachometer it's part of your pcm circuit. Electronics and wiring harnesses will need swapping for stuff like back up lights, neutral switches, tachometer etc. The whole dash has to come completely out to swap a mount in for the clutch pedal, harnesses etc.

If you tow or ever want to get into sled pulling, You may want a full blown E4OD rebuild instead. It's personal preference of course.

Lots of people want to swap to an automatic for towing. Usually they have reasons like fighting roll back on driveways or side streets that slope downhill when trying to enter a road. Snow and ice, downhill slopes, waiting for traffic on busy roads makes that a problem for some. Others don't want to have to keep shifting at each stop light in urban traffic. Another reason for wanting an automatic is competition use. They out pull manual trannys at sled pulls, and are faster for drag racing. Ask Fuzzys 69 in Esperance N.Y. He's a serious puller who runs automatics for a reason. The E4OD is a 4 speed in city stop & go driving. For highway or Interstate driving it will become very close to a 5 speed. It has a torque converter clutch plus the 4 forward speeds. That clutch makes it equal to a stick. It applies at speeds over 30 to 45 m.p.h. Diesel Fuel mileage is always better than a gas engine. The automatics get about the same mileage on the highway as a stick gets. Your bigger tires will always lower the fuel mileage.

My .02 is adding a turbo will get you more mpg plus add engine power at the same time. It would have more benefit than swapping a stick in, could do for your truck compared to an 86.

If you do keep the E4OD:
When it needs rebuilding, if you get it done right instead of cheap, it can be made 100% stronger then it is.

*All images are the property of Racer X Power and affiliates. They may not be copied or reproduced without express written consent.

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wow nice write up thats a good point on stickin with the auto. any idea how impossible it is to do a rebuild or eisier to just take it to someone?

 

Hi,
Yes. Racer X is a published author on transmissions. Racer X helped re-design high performance clutches to fit the E4OD. To our knowledge, We are one of 3 actual true custom automatic transmission rebuilders in the United States for trucks. That's due to use of proprietary copyrighted parts we designed. One of two that ships nationwide, and possibly the only custom rebuilder who ships Internationally.

Our rebuilds are about $1000 less than the few custom rebuilders, and about the same cost as a stock Ford authorized rebuild. Ford authorized rebuilds are out sourced to contract rebuilders by region, not actually rebuilt by Ford Motor Company. They have no durability improvements, based on many we have either received as cores or rebuilt.

The transmission shown in this thread was shipped to Massachusetts for $145 fully insured for a 600 horse power truck. We can ship to Seattle Wa. for nearly the same cost, due to the N.Y.C. area and toll roads to New England. Those are 2 of the most expensive areas in the U.S. to ship freight to. Shipping is about the same or less then the sales tax on a local rebuild in most states. Having ours shipped would have no tax green thang.

We also design and build custom torque converters in house. To our knowledge we are the only company offering a fully redesigned all new high performance billet multi disc converter for 1989-94 Ford gas and diesel trucks. Others we've seen use a single disc stock converter that's rebuilt. Replacing the bearing instead of reusing it is considered high performance by some for 89-94 trucks. Used with an added turbo, our converter averages an increase of 20 to 25 added low rpm horse power over the turbos increase used with a stock converter on 89-94 Ford diesels.

Please visit our sponsor section here: https://www.dieselbombers.com/racer-...ally-soon.html

Thanks for your comments!

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My ZF swap was an 86 F350 6.9/C6 to a 94 7.3 turbo/ZF 5 speed.. Total time was 3 days. You'll need pedals, master/slave cylinders, manual trans. tunnel cover, manual cross member, drive shafts. My frame already had the holes for the manual cross member, and everything lined up perfect. Transmission moved back 1 inch from the C-6, but I don't know about the E4OD. Definitely go with a single mass flywheel...My dual mass was on it's way out when I put it in, and they're very expensive. My 7.3 died 8 days after i did the swap, so I ended up selling a lot of my favorite stuff to swap in a Cummins..... If you need any advice on that swap I can help you out on that too.

 

Very good info on swaps. You had the correct cab aka wheel base on the donor to match your 1986 F350 to 1" at the aft of the transmission. Slack is needed for up and down movements of the shaft and chassis as you drive. It's provided at the slip yoke on the drive shaft(s). Sorry to hear the 94 turbo diesel died after the swap. The Cummings will adapt to E4ods too. We prefer the towing power advantage the 7.3 turbo charged or powerstroke diesels provide in upper rpm ranges. Slopes, grades, and mountain towing under load are where 7.3L's will walk away from the Cummings low rpm torque. We extreme tested our automatic rebuild and converter by moving 31,000 lbs over 2000 miles including crossing mountain ranges with an F-250 single rear wheel truck. 31,400 lbs gross vehicle weight was verifed by a certified Cat scale for commercial carriers.
Cummings runs of out breath when loaded. Unloaded on flat terrain the Cummings inline six cylinder will quickly produce torque. It's block design dates back to pre V block engines of the 1930's. Once Ford produced and perfected the V8's slanted cylinder design in the Model A, the V8 became the hot rodders dream to the present.
We have reduced the Cummings six cylinders low rpm torque advantage for automatic's with our converters in turbo applications. For hot rodders the auto allows you to rev on the line by holding the brake for faster out of the hole/off the line take offs.

For those who prefer automatics the e4od/4r100 can be swapped into 1980 up bodies with compatible diesel or gas engines using an add on controller. Diesel World Magazine has a feature on it. The only caution we have for these is setting excess line pressures isn't good for any automatic. In the right hands this device makes the addition of over drive possible with an automatic in pre 1992 trucks. Or swaps to automatics in later models, if the owner chooses not to just swap the correct pcm in. Link to Diesel World's feature on the PCS controller: PCS blog diesel power mag transmission controller.

Good luck with your choice.

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Can you say CUMMINS