E4OD w/ a 545 anyone?

coool deal bro............I'm not such an asshole like everyone thinks lol.


Get me some shift feel parameters and I'll build a custom accumulator for the deal.

Greg,

Sounds good if you go to the BBF Bash you could just drive the Torino there and leave the Truck and Trailer at home.

Later Mark.

Greg_P wrote:The car runs and drives now..... Thanks to Fabio for helping me with the valve body issues I had at first.......

Just did me a little test drive. 2500 rpm at 90 mph. 150 degrees trans temp.

This is cool!

Long live the E4OD!!!!!


Greg

I would kill for that kind of speed.

congrats!!

I took my bro for a ride yesterday, and he says to me "You do know that now this car might go 200 mph, right?"

Looks like I got another test drive to do.

Greg

how strong on these OD gears? I know in the AOD it isn't recommended to put much power to it when in OD for fear of burning it up.

I don't know what the limit is, but I do know that I pull lots of weight around with my E4OD/powerstroke combo in OD and it hasn't given any problems yet.

Truthfully, the E4OD stuff makes the AOD parts look like lego toys.

Greg

Greg_P wrote:I don't know what the limit is, but I do know that I pull lots of weight around with my E4OD/powerstroke combo in OD and it hasn't given any problems yet.

Truthfully, the E4OD stuff makes the AOD parts look like lego toys.

Greg

gah! now i dont know if i want an AOD or E4OD!.......

I'm sure the E4OD is very stout and stronger than the AOD considering the intended usage of each.

Considerations for which one to use should be size of the car, size of the tranny, if you want to use an electronic controller or not, ability to use lock-up converter, and bellhousing options.

A big car, like your Mustang or Greg's Torino, an E4OD is a fine option with some cutting like Greg did. I have a small 65 Falcon, so the AOD with adaptor bellhousing will work much better, but still required some cutting. Also, they are being built very strong these days!

Can't wait to hear about more results from your swap, Greg, especially what kind of times it will run now.

windsor wrote:I'm sure the E4OD is very stout and stronger than the AOD considering the intended usage of each.

Considerations for which one to use should be size of the car, size of the tranny, if you want to use an electronic controller or not, ability to use lock-up converter, and bellhousing options.

A big car, like your Mustang or Greg's Torino, an E4OD is a fine option with some cutting like Greg did. I have a small 65 Falcon, so the AOD with adaptor bellhousing will work much better, but still required some cutting. Also, they are being built very strong these days!

Can't wait to hear about more results from your swap, Greg, especially what kind of times it will run now.

X2

Greg do you have any mesurments on the trans such as the hight an width? I was looking at my drive tunnel and realized the previous owner had widened it a bit as well as made it taller.

I agree, Windsor, that the AOD is a good trans in the right applications. A light car with a small tunnel seems like a prefect application for an AOD in fact. The E4OD would certainly be overkill in a situation like yours.....

My car is so damn heavy, and we spray the snot out of it at the track, so I just didn't see an AOD surviving long for me.

I did not take physical measurements of the trans, but I do remember that it was around 6-8" longer than a C6. That wasn't the worst part, though. The C6 tailhousing tapers down real nice at the back. The E4OD stays really big back there and has a stubby tailhousing. Therefore, the real issue was making the rear of the trans fit the car.

The good news is a C4 trans mount works just fine on the E4OD.....lol......

Here's a link to the TorinoCobra site where I chronicled the swap from start to finish...... it might shed some light on the situation for anyone who might be interested in the conversion:

http://www.torinocobra.com/forum/viewtopic.php?t=13323

Greg

Good read

like what you did with the C4 mounts

Id like to do the swap in my dads 95 Flareside with a carbed 460/c6. It only has 3.55s with 315/60s and its still 3000 at 70. Steady 902mph cruising would make long trips much more fun

BTW my buddy has a 95 Lightning with a turbo windsor controlled by FAST and an E4OD with a Baumanator and he has it set to shift where he wants at wot.

That is some cool shit...........good job Greg.....trying to catch up on here!.....D

Thanks brother! So far so good, the car has made a decent pass and gone almost 200 stret miles without a failure yet.......lol.......

Greg

Hows the car shifting? under typical street driving? under stoplight racing driving? etc etc? does the shift module compensate for throttle position/load etc... or are the shift points always the same??

Shane

Nice job Greg. I just read through your posts on the torino site. Congratulations!

dablack wrote:I love it!  I just wish someone made a manual valve body for one (I hate electronics) or at least paddle shifters.

Baumann controller has a paddle function.

Maddmattmustangs wrote:wonder how hard it would be to drop that trans into a 73 mustang.......

Will someone please determine that? I have a 532/E4OD that I really want in my 73 Mach 1.

The Pope wrote:I wonder how hard it would be to stuff one of those into my truck? (Just thinking out loud.)

I have done all the work to mount a 532/E4OD in my 63 F100. I needed to raise the floor. Motor and trans mounts were easy.

Looks like you would have even more trouble then with this T-56 with an adaptor bell housing.

That's the back end.

https://www.fordmuscle.com/archives/2005/03/T56Swap/index2.php

Look at how much further a E40D bell housing extends back compared to a C6. Looks like the fronts tighter too.

https://www.allfordmustangs.com/threads/e4od-in-a-73-m1.1085937/

^ Look at post #4 and you can see the Bell Housings side by side on the 460 units.

Trucks are more forgiving with space.