Transmissions

1992 to 1996 Trucks were available with several different main transmission choices; E4OD, 4R70W, M5OD and ZF5

E4OD - The E4OD is a fully electronic 4 speed automatic with top gear being an overdrive gear. A very heavy duty transmission, it did have issues in it's earlier versions; internals were upgraded almost every year to fix known issues and to compensate for increasing power demands, especially in the diesel version. Any rebuild of an earlier E4OD should include the upgrades found in later versions (96, 97). A word of caution about the E4OD - While like transmissions with the same bolt pattern can be interchanged between years it is important to note that that the earlier E4OD had resistors in the solenoid pack to protect the PCM (powertrain control module); in 1995, these resistors were moved to the PCM - so if installing a later transmission into an earlier truck you MUST use an earlier version of solenoid pack. An early model plug will not plug into a later version solenoid pack; it is NOT ok to cut the wires and swap the plug. Also note that putting an earlier model E4OD into a later truck would result in double resistors; also not good. The correct solenoid pack version must be used in order to match the PCM. This may apply to other transmissions as well; proper research is required before randomly swapping transmissions around.

Identified by it's 20 bolt oilpan.

4R70W - The 4R70W is also a fully electronic 4 speed automatic with overdrive gear but it is a lighter (smaller) transmission than the E4OD. Typically found in 94 and up F150s and Broncos. A very good, dependable transmission; it was not really considered stout enough for the heavier version trucks. Note - The 4R70W is nearly identical to the AODE transmission (see below) but can be confirmed by a letter 'W' cast into the (larger) tailshaft housing. It would not be very likely that you would find an AODE in an F-series as it had closer spaced gear ratios designed for car applications.

Identified by it's 14 bolt oilpan.

C6 - This was a holdover transmission from the days before electronic controls and automatic's with overdrive; it only had 3 forward gears and top gear was 1;1 - no O/D. It was however an extremely strong transmission; it would be rare to find in a 9th generation truck but would most likely to be bolted to a 7.5 (460) engine in a heavy duty truck like an F350.

Identified by it's 17 bolt oilpan

AOD - Another holdover transmission, this was one of the first overdrive automatics. Utilizing design features from the earlier C4, it used a TV (throttle valve) cable rather than the later electronic controls (Later versions of this transmission became the electronically controlled AODE (AOD electronic) and the 4R70W - which is almost a clone of the AODE but with a wider spacing in gear ratios.)

Identified by it's 14 bolt oilpan and the presence of a TV cable on the driver's side.

M5OD R2 - The M5OD R2 is a 5 speed manual transmission with overdrive. Very dependable and smooth shifting, it was installed in the F150s and Broncos. Built by Mazda, it's original version (M5OD) was used in the Ranger lineup of trucks; the R2 version is a stronger design built for the full size trucks.

ZF5 - The ZF5 is a heavy duty 5 speed manual transmission with overdrive in it's top gear range. This was the manual 5 speed version that would have been installed in the heavier trucks. Although the name sounds sportier than the M5OD, the ZF5 is not designed for ease of shifting or quiet operation but rather for strength. Also in this lineup is the ZF6 which has 6 gears, but still only 1 gear is an overdrive ratio. ZF transmissions were designed to pull heavy loads; any attempt to install them into F150s or Bronco's usually creates disappointment with the results as it concerns ease of driveability

2WD/4x4:

All these transmissions come in 2WD and 4x4 versions; the basic case and internals are exactly the same between the 2 versions, however; 4x4 transmissions have a much shorter tailshaft than 2WD versions. The tailshafts can be swapped over but that requires pretty much a complete disassembly of the transmission; basically a rebuild.

Some of the larger trucks (F350, F450) are fitted with a trans brake on the back of the transmission rather than differential mounted parking brakes. Transmissions fitted with a trans brake are the 4x4 version of the transmission even though the trucks are 2WD.

Interchangeability:

There are several different bolt patterns on the bellhousings and only the small block versions are interchangeable.

Small block (Windsor) bolt pattern; 4.9, 5.0, 5.8 - these 3 engines share the same bolt pattern. Any transmission bolted to one of these motors will bolt up to any other of the engines in this category. However flywheels and flex plates are specific to the engine because of engine balance issues.

7.5 (460 c.i.) bolt pattern fits the 460. It does not fit the other available motors.

7.3 i.d.i. and 7.3 Powerstroke share the same bolt pattern and can be interchanged but;

the Powerstroke version used slightly bigger transmission to engine bolts, and for the E4OD the i.d.i. uses a 4 bolt torque converter while the Powerstroke uses a 6 bolt version. Flex plates, torque convertors, flywheels and clutches cannot be interchanged between the 2 engines.