I know this seems redundant but I can't find any information specific to chaging out and E4OD in a '93 F-350 4X4 to a C6. The E4OD is on its last legs and as stated numerous times before they are very expensive to rebuild. The truck is strictly for farm use and rarely sees heavy hauling or towing. What are some of the major obstacles associated with this swap? From what I read the driveshafts will need to be changed along with the trans support cross member. Some of the more major concerns lie with things like the torque converters and transfer cases. Does the C6 use a married or divorced transfer case? If its married will the E4OD's transfer case bolt to the C6(assuming again that a support member will be needed). If the C6 is so much shorter than the E4OD, could the married transfer case of the E4OD be converted to allow the use of a 2WD C6? Sorry for the numerous questions but were running out of options for a truck that still has a very good motor and driveline. Any help you may have is appreciated!!

 

First I am not an expert but can give you some pointers. You will need a C6 out of a diesel and out of a 4x4. There were some `93 F250s came diesel and C6 so I would think the C6 should bolt up to your transfer case but I could not be certain on that. You will need the C6 torque converter.
You will also need the vacuum modulation valve to fit on to the injector pump with a vacuum pipe to it and another one to the transmission.
The guys on the pre-powerstroke diesel page could probably give you a lot more info.

 

I had a 93 F350 4X4 with a 460 and a C6. The transfer case was bolted to the transmisson. I believe that Ford did not change the C6 very much after the mid-80's, so you may have a wide range of years for your donor parts. I suggest asking at your local junkyard. We have a yard near here that can tell you if something will fit, and what small modifications will allow you to use something the book says won't work.

 

But were the transfer cases from the C6 the same as those off of the E4OD?

 

I would say yes and this is why. My 94 PSD had a BW1356 t case and I bolted in an NP205 with very little modification. I'm guessing the older Diesels with a C6 either had a NP205 or BW 1345 or 1356 and those are interchangeable. Your problem is going to be the vacuum modulator as your PSD has no injector pump. If I were you I would go with a T19 4 speed stick. They are cheap and easy to find. The flywheel and clutch will not be but you might be able to find an older diesel at the junk yard and get a solid flywheel cheap. Stay away from the dual mass flywheel. The clutch master and slave will be $100 plus you will need to find a clutch assemby out of a similar year truck. The T19 is all synchronized so it's like the ZF only a 4 speed. RB

 

I'm sorry I misread the year of your truck. You do have an injector pump so the C6 should be doable.RB

 

Either way were not comming out cheap on the deal, the time and money involved in swapping a C6 in would just about rival that of finding and installing a manual. After all of that were probably halfway to a new E4OD...

 

I just went threw this myself. Bought a 94 F150 with a bad E4OD. In the end i put a NP435/ 205 in it because that setup will outlast the truck. If I rebuild the E4OD it might outlast the truck or it might last a month. Then what? Never have heard of an old 4 speed going bad. Usually they get pulled out of a worn out truck and installed into a newer one and then are worth more in scrap than they were new in the 70's. RB

 

Yeah who knows how long they last. The first one went out a couple days after we got the truck with 102k on the clock. The rebuild that went into it is just about gone now and theres still only 130k ish on the truck, darn motors just broke-in.

 

E4ODs can be had from eBay from around $800 to $1500, plus core and shipping. Not cheap, but not terribly expensive either. Mine has 228k on it, BTW. For farm use, I'd definitely install a temperature gauge, if you don't already have one.

 

Too bad you are not closer. I have an E4OD 4X4 transmisson sitting on the floor here. It lost the drive to the pump when a thrust washer in the torque converter came loose and ate its way through the drive shaft of the pump. I haven't had a chance to look in the oil pan, but I'm guessing that the rest of the tranny is OK. It was something that was in a package deal, and I do not have a use for it.

 

the BW 1356 transfer case does not care what trans is bolted to it. both the E40D and C6 trans were bolted to the 1356 T-case, so you are good to go. the big difference is the E4OD is electronicaly shifted, and the C6 is mechanicaly shifted.
to make the C6 work properlt you will need a VRV, ans a downshift linkage.
other than that, it is not a big deal.

 

So we need a torque converter from a C6, a vaccum modulator for the IP, relocate the transfer case and its supporting member, and a set of driveshafts to compensate for the different length trannies. What about the shift linkage from the steering column to the trans? Could the current E4OD linkage be made to work?

 

The C6 swap should only need a 4X4 output shaft installed, the proper tail housing, the vacuum parts from the pump and correcting the drive shaft lengths.

I would LOVE to swap my E4OD out for a C6 even though I would need larger tires to regain a portion my freeway mileage advantage.

A gear vendor is way too much $$$$ for me right now!

 

what about the speed sinser o was wanting to do the same thing