Thread: E4OD in 73 Mach 1

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I have spent a lifetime putting parts where they were never meant to be. So that is not an issue in general.

I an rebuilding my 63 F100, and needed to rebuild the floor to accommodate the E4OD. But, that is a big open floor. I also built a floor for the E4OD in my 55 Ford wagon. But that was a bare shell where I could easily do whatever was necessary

I am putting a 460/532 in my 73 Mach 1. That is a bolt-in, I have done it a couple times before, but only with a C6. And this is a running car. Anybody know what I will encounter when I try to put an E4OD in it?

Originally Posted by RayDav

I have spent a lifetime putting parts where they were never meant to be. So that is not an issue in general.

I an rebuilding my 63 F100, and needed to rebuild the floor to accommodate the E4OD. But, that is a big open floor. I also built a floor for the E4OD in my 55 Ford wagon. But that was a bare shell where I could easily do whatever was necessary

I am putting a 460/532 in my 73 Mach 1. That is a bolt-in, I have done it a couple times before, but only with a C6. And this is a running car. Anybody know what I will encounter when I try to put an E4OD in it?

You'll have to reconfigure the shifter mounts, take a sledge hammer to the top of the lower ridge of the transmission tunnel/fire wall to nudge it an inch or two (no cutting required) for clearance, configure a new driveshaft. Otherwise, it too is almost a straight bolt it affair.


Bill S.

Are you running a very early E4OD that can be ran without an ecm? My experiences with them were all in diesels and I thought I remember a late 87 van having a mechanical E4OD but I do not remember. I could see the AOD being a direct bolt in but the E4OD seems like it would be longer. I'm sure floor alterations are a must.

Originally Posted by 40FordDeluxe

Are you running a very early E4OD that can be ran without an ecm? My experiences with them were all in diesels and I thought I remember a late 87 van having a mechanical E4OD but I do not remember. I could see the AOD being a direct bolt in but the E4OD seems like it would be longer. I'm sure floor alterations are a must.

I currently have an E4OD in an 84 E350, and an AODE in a 65 Mustang. Both are controlled by Baumman.

In my van, the trans hit the floor. I jacked up the trans until it was raising the vehicle, and when I lowered it, the trans had created it's own clearance. The van has a column shift so a floor mounted shifter was not an issue.

For my 73 Mach 1, I do not expect length to be an issue.

Originally Posted by mrmustang

You'll have to reconfigure the shifter mounts, take a sledge hammer to the top of the lower ridge of the transmission tunnel/fire wall to nudge it an inch or two (no cutting required) for clearance, configure a new driveshaft. Otherwise, it too is almost a straight bolt it affair.Bill S.

This is what I think you predict I will find. Tell me how close I am.

If the shifter is removed, the trans case will fit in the tunnel. The parts of the shifter that protrude into the tunnel will hit the trans. Raising the footprint of the shifter mount pad will raise the in-tunnel shifter parts enough to clear the trans.

C-4 Overall length 30-3/4" Face-to-mount distance 20-3/4"
C-6 Overall length 33-1/2" Face-to-mount distance 22-3/8"
AOD Overall length 30-3/4" Face-to-mount distance 22-3/8"
AODE Overall length 31-3/16" Face-to-mount distance 19-3/8"

You are going to find issues in fitting it to your 460 in that it will need a quicktime bellhousing adapter (RM-9011)

Yes to the enlargement of the firewall/transmission tunnel for clearance

Bill S.

Originally Posted by mrmustang

You are going to find issues in fitting it to your 460 in that it will need a quicktime bellhousing adapter (RM-9011) Bill S.

460 is one of the stock options for an E4OD. I have built and installed a couple of them. And I currently have three of them on site.

Originally Posted by RayDav

460 is one of the stock options for an E4OD. I have built and installed a couple of them. And I currently have three of them on site.

Again, it is the clearances that are the issue, the quicktime adapter is slimmer than the stock unit, less work to install without getting out the cutting torch.

Bill S.

Originally Posted by mrmustang

Again, it is the clearances that are the issue, the quicktime adapter is slimmer than the stock unit, less work to install without getting out the cutting torch.
Bill S.

The subject is an E4OD. The bell housing is part of the case, not replaceable.

But the AODE references do trigger a thought. How well would an AODE hold up on the back of a 460/532, road car, towing a small camp trailer?

I'm thinking you could have an AODE built for the severe service, and add an external cooler with a fan, like the B&M unit. Since the OD is a band, Ford said to not use OD when towing.

Originally Posted by rspears

Since the OD is a band, Ford said to not use OD when towing.

Then I guess I will stick with making an E4OD work.

I have three of what I call "dynamometers": Cajon pass, !15, CA which is near me, Baker Grade, I15, CA which is on the road to Vegas, and Eisenhower Summit, I70, CO - 11,000 ft. I am attempting to build two cars - 73 Mach 1 and 55 Ford wagon - with the ability to keep up with trafic as tho the trailer was not there. The 73 has a well built, EFI 532. The 55 wagon has an even better built 604 twin turbo. I cannot afford to skimp on the trans.

Originally Posted by RayDav

Then I guess I will stick with making an E4OD work.

I have three of what I call "dynamometers": Cajon pass, !15, CA which is near me, Baker Grade, I15, CA which is on the road to Vegas, and Eisenhower Summit, I70, CO - 11,000 ft. I am attempting to build two cars - 73 Mach 1 and 55 Ford wagon - with the ability to keep up with trafic as tho the trailer was not there. The 73 has a well built, EFI 532. The 55 wagon has an even better built 604 twin turbo. I cannot afford to skimp on the trans.

LOL on the "dynamometers"!

My experience was my '90 F150, going to pick up my '33 Roller and with an empty trailer it started dropping out of OD. Down at N&N Duane mentioned that the AODE had an OD Band, and it wasn't for towing. We went home in "D" and it was fine, and it didn't "cook" the OD band because it worked fine unloaded until I sold it.
I'm no tranny guy, so I'd probably call someone like Monster Transmissions and see what they recommend, but you may be well past needing that kind of info. I appreciate you coming back with more info. That's what makes these places work.

Originally Posted by rspears

LOL on the "dynamometers"!
I appreciate you coming back with more info. That's what makes these places work.

What he said.

Ya' know, it popped into my head overnight that my 2017 F150 with the "Max Tow" package can handle a 12,500# load, but it has three options on the shifter for the 10 speed transmission - OD, Tow/Haul, and Sport. The Owner's Manual is clear that when pulling a trailer, or with a heavy load in the bed you're to use "Tow/Haul" to prevent damage. It keeps the tranny in lower gears, and the RPM's in a tighter range for Max Torque, all electronic. OD shifts out to keep RPM's low, and Sport keeps the RPM's above about 2000 so the turbo's are spooled up a bit, ready to kick in boost.

I'm thinking that your idea of running through your dynamometer climbs with a load is going to require more than just popping the tranny into OD and forgetting it when pulling a trailer. Again, I'm no tranny guy so I would be talking to some "experts" about how to get the most bulletproof package. Maybe there's someone here that hasn't chimed in yet but has some answers.

My introduction to modern trans started in 1994 when I got an 84 E350. It came with a 460/C6. I swapped the C6 for an E4OD, and the 3.06 rear for a 3.5 dually. I swapped the trans to get a locking converter. It uses a first gen Baumman controller which has two profiles. The only difference I have programed is one profile locks the converter in third and forth, and the second profile locks only in forth. So I climb hills in third/locked, and everything else is forth only lock.

I have an AODE behind a 427W in a 65 Mustang. That has the current Baumman controller. It has four profiles. When memory got to be cheap it allowed the software engineers to go crazy, which made for a serious learning curve for the user. The number of "buttons" can be overwhelming.

I have built two E4ODs. One has been in the 84 Van for about a decade, is a daily driver, and has been all over the country, has done three Hot Rod Powers, and is doing this years. And it tows.

The second E4OD is waiting to go behind a 532 in my 63 F100.

I have the parts to build another for my 73 Mach 1.

The AODE and all E4OD get triple disk converters. I once had a single disk try to lock in third under load, strip all the friction material, and we went home on a flat bed.


55 Wagon
https://goo.gl/photos/aF9XY5czAW6ZAuqG8

63 F100
https://photos.app.goo.gl/ECEiFoJbRKBVPSnJ7

65 Mustang
https://goo.gl/photos/PPcZpByXAgfp8kTk6

E4OD
https://photos.app.goo.gl/bvJLs1YriEaGjguF6