anything that is i believe SAE#2 will bolt on.
i once drove a 10 yard international dump truck with a 7.3 IDI and a 13 speed road ranger in it.

 

anything that is i believe SAE#2 will bolt on.
.

So now the question is, where do i find a 9 spd with a SAE 2 bell? If anyone has any ideas lemme know. Going to head down to the big truck yard next week and poke around. Wonder how fun the clutch will be if i do get into this.

 

Yeah that's what I'm talking about. Have a 13 speed F-350. How cool would that be.

 

for someone that don't drive, maybe it is cool.
but ask any pro driver, and all their personal vehicles are automatic trans.
i shift gears for 10-12 hours every day. the last thing i want to do is shift a damn trans to go home.

 

:hehe: LOL

~

 

LOL that would be cool though, if i found that trans and parts, i would make the swap.
I figure that im only young once lol

 

When electronic control systems were first perfected, they were electronic engine controls only. They made sequential fuel injection possible, engines made more horsepower with better fuel mileage. In the late eighties, electronic controls expanded to the transmission all in one computer control system. Your IDI has one. That complicated any kind of swap. 13 speeds would totally confuse the computer via a few sensors...

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really ???

i have never ever seen an ford IDI diesel with an engine control computer.
all you need to make an IDI run is 12 volts to the fuel shutoff switch in the injector pump.

 

:whs:

 

nope, you are thinking of a powerstroke. the idi only has a trans computer. the throttle is cable controlled. and there is no computer at all if you have a C-6 trans or a manual trans. the CEL is only triggered by two things on these engines. low oil pressure, or high coolant temperature.

 

OK, call it a transmission computer if you like, instead of the Ford name for it. Good info on the CEL's, but they are triggered by the same computer we are now calling a transmission computer.

The 7.3L engines in all F-250 and F-350's could have either the E4OD or the manual transmisson only. The F-450 cab and chasis from 1992-? had a C-6 transmission option and so did the E series. Bad fuel mileage, but a few were made.

On a Powerstroke your throttle position sensor is inside the cab. It's part of the pedal assembly. On the IDI it's on the fuel injection pump lever and there is a Ford special service tool used to adjust it. Have used the tool a few times. The sensor was called FIPL for short. FIPL sensors only came on IDI's. Your IDI engine also has a barometric sensor. The Powerstroke version is a map/baro sensor. We had a 93 F-350 7.3L IDI diesel and a 94 F-350 IDI 7.3L factory turbo diesel. Both IDI 7.3L F-350's had the E4OD. They had the above sensors and a few others on them. The 94 7.3L turbo diesel had engine code K. The 7.3L Powerstroke diesel debuted as a 1994 1/2 model, engine code F.

Anyway, since the thread is about Crazy swaps, can anyone add some tech info about swaps? What would the original poster need to accomplish his swap? Would he be able to just disconnect his computer, and run 12V to his injection pump? Or is his ignition switch and speed control (if he has the optional speed control) and even more wired into the computers circuits?

Or can anyone who has actually done a tranny swap add some technical information to the thread? Or add names of suppliers or vendors who sell stuff needed for a tranny swap to the thread?

Can anyone post some actual technical info who has finished a swap or 2 ? Or tech from a crazy swap finished or not?

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nope, the C-6 trans was an option until 1996 with gas engines, i am not sure when they stopped with the diesel but i know you could still get it in 94..
i had 8 F-350 4X4's with auto transmissions that i used for my escort service. 1 88, 2 89's, 2 90's, 2 91's and 1 92, all with 7.3 idi and all with the C-6 trans. none had any type of computer at all in them, and my partner at the body shop had a 94 IDI with a C-6 with no computer.
i purposely ordered the C-6 just so i did not have to deal with the problems of the overdrive trans

the FIPL is only used on overdrive transmissions, not on the C-6

 

LOL

 

to use a trans with sae bellhousing your gonna need rear structure flywheel clutch and trans for t444e which can be had from any international dealer. gona need to make clutch linkage setup adjust the tower to make it fit the pickup prolly make rear engine mounts(use rear structure for mounts) medium and heavy duty trans dont have trans mounts. other than that driveshaft and alot of swearing. btw it is had to find a 4x4 medium or heavy duty trans most are 2wd

 

Good info and post on topic. –Thanks. Yup, most are 2wd.

For those who wouldn't prefer swapping to a manual tranny, No need to fear the E40D a full custom rebuilder can build for you. We build full custom E4ODs to hold extreme loads and horsepower. The video in my signature has one of our Full Custom E4OD transmissions behind a 7.3L Powerstroke with custom twin turbo chargers, Swamp’s custom made fuel system injecting 473 cc’s of diesel, plus nitrous! That's more than 4 times the amount of diesel the stock injectors in 1994.5 thru 1997 7.3L powerstroke diesel engines can injection! If you watch the video, you’ll see the exhaust burn clean when the turbos kick in.

At 60 mph running a 7.3L with E4OD 4X4 transmission and 4:10 axles, the engine tachs at 1,750 r.p.m. in overdrive with torque converter clutch engaged. Locking out overdrive at 60 mph with torque converter clutch engaged, engine r.p.m. goes up 2,800.

Below are photos of a Ford F-350 4X4 with our Full custom E4OD transmission and torque converter hauling 31,400 lbs of cat scale certified weight for over 1,800 miles that included crossing mountain ranges.

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my trucks were all ordered direct from ford with 7.3 IDI diesel, C-6 trans, and 4X4. i ordered them myself.
just because it is not in the books don't mean it was not made. ford did a lot of weird things.
i have had people also tell me that 65 falcons did not come with the 271 hp 289, and there was no such thing as a 70 mustang grande coupe with 351C 4 speed and 4 wheel disc brakes.
well i had both, and knocked the ford dealer for a loop when they saw the VIN and build sheet on the mustang.

i still have the falcon.

 

Ok, you have a rare one. Glad to meet you.

In 1970 the 351 Cleveland was optional in Mustangs, the 4 speed toploader was too. The rear discs brakes were a popular swap from a much later model Lincoln.

This is one horse that will be kept original. No swapping the toploader for an automatic transmission planned. The Mach 1 has a C-6 behind the 428 Cobra Jet. Both have the optional ram air shaker hood scoops.

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A 13 speed would SUUUUUUCK!

I'd just get a T-19 with an OD unit.

That would be all the gears you ever need.

 

I'm throwing my zf5 in the scarp bin as soon as my c6 is done. Ive destroyed 5 zf's and 6 1356 t-cases with the 94idit in the bronco.

 

Wanna buy a spare 1356 for that C6?

 

^^^^ x2 on divorced transfer cases

 

He means welded. That failure rate is VERY high, but, the application is not a forgiving one.

I'm not going to get into the debate on when the C6 was and wasn't offered behind the IDI, I have a 4600 mile 89 cab/chassis F350 4x4 de-icer truck at work that is 7.3/C6, and I know I have seen later, I've even been unfortunate enough to drive a PSD/C6 setup...
But, just to clear things up, the FIPL, Baro etc on an E4OD equipped IDI truck are all for transmission control only, the operation of the engine and injection system are NOT affected by it whatsoever. A bad FIPL won't cause a no start or poor idle condition. These are purely mechanical engines, all the electronics on an E4OD equipped one are for the transmission only.
The "Check engine" light circuit on the IDI's is a very simple circuit that is closed by either low oil pressure(some, not all) or high engine temp, I'm talking temperature and pressure switches here that complete the circuit, no ECM involvement whatsoever. You can yank the ECM out of an IDI truck, and the check engine circuit will work just fine.

I can vouch for even a PSD operating just fine with it's E4OD missing, my 96 still has it's auto computer, 3 years and 20K miles later.

 

Welded axles would be unforgiving in any application.

No offense intended anywhere in this post. Some of your post contains a swap, Ford didn't put in production or make available to the public. Sometimes they do make executive vehicles, pro-types and regional special vehicles. That is always covered by the "subject to change statement" in your owners manual and many other publications. Sometimes those vehicles are orphans, or 1 year wonders. Example: 1984 Lincolns with turbo diesel engines made in a joint venture with BMW. The literature was printed and exsists for the 1985 models, but the cars were axed and an 85 model was never made. Bmw used the engines for a few years longer in their model 524 TD, then quit making them.
The VIN, data plates and casting #'s will date and ID. 99% of everything if you know how to use that information. That is how matching # cars like the Boss 302 Mustang in this thread are authenticated. Boss engines also have unique features that ID them, along with numbers and production dates in code cast into them.
Anything that depends on 12 Volts to start and run isn't purely mechanical including the IDI's solid state glow plow controller and the correct voltage needed multiple else-wheres or you have a no start or poor performance operating conditon.
I disagree with some other statements but this isn't a debate. This is a discussion forum, plus Professionals can't comment on things done to vehicles that violate Federal law. So, thanks for the post, good luck and welcome as a new PSN member.
Racer--out.

`

 

I see this has started quite an argument, lol. There is nothing on my idi to stop it from running other than that one 12 volt wire. The fuel system is totally mechanical other than the solenoids in the top cover. My engine would do fine with any trans so long as I can make it fit in the truck. I was only curious as to how the SAE bellhousing thing worked, what kind of trans might work and what the motor looked like behind the trans plate.

I have since started my own landscaping company and have no interest in leaving my trick in pieces for weeks trying to do a pointless (yet very cool in my opinion) upgrade, or downgrade as a trucker would look at it, lol.

I spent a lot of my younger years riding in my uncles tri axles and road tractors and man that's a #### ton of gears. I could see exactly why you would not like that idea.

I'm glad to see my thread still alive after all this time, lol.

 

Hmm... I had typed a very lengthy reply explaining the function of all the electronics attached to your truck a few days ago... Looks like the Forum ate it... Oh well.

As for the SAE stuff, the back of the block is an IH pattern, you need to swap out your existing adaptor plate for an SAE one, then you bolt on whatever you want.

 

Hmm... I had typed a very lengthy reply explaining the function of all the electronics attached to your truck a few days ago... Looks like the Forum ate it... Oh well.

.

probably because there are no electronics controlling the truck.

 

Exactly my point, and it explained the function of what little bit of electronics the truck does have.

 

the idi diesel has no electronics at all. there is a 12 volt power wire to the fuel shut off switch in the injector pump. you turn the fuel off by turning the power switch to the off position.
the glow plugs are controlled by a relay, and a timer that is basically a large circuit braker

 

Besides the FSS, the timing advance and high idle, which are powered by the same circuit through a close on rise temp switch, and the glow plug circuit, which isn't essential to the truck's running, 91 and older trucks are devoid of electronics outside of E4OD control, the 92+ trucks have the PSOM which is VSS driven, but, it feeds a signal to the TCM, not the other way around. The criuse is seperate also, and shares the signal the TCM would recieve on an auto truck, but they are not dependent on each other.

Give me a good battery, and a jumper wire, and I can have an idi running in minutes.

 

i have an 89 e350 7.3 van,that has an e4od
and when i goes i wouldnt mind putting a hand shaker behind it
is that doable ??
whatever 4 or 5 speed tranny ford put in pickups or vans would be fine with me
just want the mileage and torque available with a manuel tranny
what say you ??

 

A ZF5 is a pretty easy swap as far as bolting it up to the engine goes, finding the pedals and required parts for your van will be the fun part. I know they exist, but they are quite rare.

 

Personally, ive entertained the idea of a 9 speed in mine from time to time. If i could get ahold of one and install it with minimal effort i definately would. With the gear splitting and reduction you could run 3.08s with 35s and still not lug between gears or have to slip the clutch when pulling, and you would be able to cruise 70 at a nice low rpm. In fact the idea of no clutching and the reliability of a manual trans.... priceless.

But, at this point it isnt practical to check into a swap of this nature. On the other hand, im open to any information if anyone has any they feel like sharing.

 

Just from what I hear a 10 speed would be more reliable than a 9 speed but then again if its only in a pickup and not a big rig it might not make much of a difference.

 

:whs: i would love to do a similar swap in mine, would deffinatly be a lot more "bullet-proof" than the e4od thats in my truck right now LOL

 

TBH, couldnt tell what the difference is between a 9 and 10. We have a 85 GMC brigadier with a Detroit 2stroke, and i believe a 9 speed, shifts beautiful. Also a 93 F-800 with the 505CID Chummins. Eaton tranny, all i can remember same shift pattern, a little tight, but only has 26k miles on it. Wouldnt mind either one in my pickup. Probably lean towards the 93 as it has a shorter throws.

 

.:doh:. a 9 speed has 9 forward gears, a 10 speed has 10 forward gears. oke:






















the difference is that with a 9 speed you shift 5 in low range, flip the splitter to direct and start again in second gear position for 6th.
on a 10 speed you shift 5 in low range and 5 in direct.

 

.:doh:. a 9 speed has 9 forward gears, a 10 speed has 10 forward gears. oke:

the difference is that with a 9 speed you shift 5 in low range, flip the splitter to direct and start again in second gear position for 6th.
on a 10 speed you shift 5 in low range and 5 in direct.

Ok, apparently ive never driven a 10 spd that i know of then, never used 1st (low) in high range, i assume thats what your meaning was the only difference, you flip into high range and go back into low on a 10 spd? Havent driven a truck since i was 18.