In the past couple years I bought a couple of 1996 F250 trucks. One I bought because it had 31,100 miles on it. I purchased it from a County Highway Dept, it spent it's life in a parking lot plowing the court house. Ran terrific, but pretty much stick your fingers thru the frame. I mean really rusty. 1996 XL with 5.8, E4OD, BW gear transfer case, MVGW# was listed as 8580, had "Super Duty" badging on the front fenders. I drove it home from PA to NY and it ran and shifted perfectly, and it was smooth enough to run in 4wd at hiway speeds without vibration. I didn't realize it was in 4WD until I bumped the 4x4 shifter and the dash light came on, then shifter the transfer case into 2wd and unlocked the hubs.
The 2nd truck came from Ocean City MD. Has 130,000 miles, 5.8, E4OD, same "super duty" badging on the fenders, chain drive transfer case.XLT version, king cab. Transmission was great in reverse, no forward gears. Turns out previous owner towed heavy trailers with out trans cooler and never turned off the overdrive. Took the transmission apart after I pulled it. Look like the snap ring on the secondary came apart and the transmission ate it's innards.
So the plan originally was to transplant the engine and transmission/transfer case in one shot due to the low mileage. That changed when i see how eroded the cast iron was on the sides of the block. It might have last, ,but it most liked would have started leaking in the water jacket. It had chucks of rust around in areas that when picked off left a huge pit in the cast. So I pulled the transmission/transfer case as a unit and installed it in the king cab. Same shift solenoid same switch's and plugs, just bolted it in.
Well, unfortunately it was really close to dark when we bolted the transmission to the engine, and luck would have it I aligned the studs on the torque converter with the wrong holes. They all lined up, but the hole is about twice the size of the stud. I can reach with my finger and move the torque easy, so it isn't bound. However the studs clang inside the holes.
So now that admitted to the stupidity, my question is this - has anyone ever tried to take the trans mount off the transmission , loosen the transmission bolt and sliding the trans back 1/2" to gain clearance to roll the torque to the correct holes?
The 2nd truck came from Ocean City MD. Has 130,000 miles, 5.8, E4OD, same "super duty" badging on the fenders, chain drive transfer case.XLT version, king cab. Transmission was great in reverse, no forward gears. Turns out previous owner towed heavy trailers with out trans cooler and never turned off the overdrive. Took the transmission apart after I pulled it. Look like the snap ring on the secondary came apart and the transmission ate it's innards.
So the plan originally was to transplant the engine and transmission/transfer case in one shot due to the low mileage. That changed when i see how eroded the cast iron was on the sides of the block. It might have last, ,but it most liked would have started leaking in the water jacket. It had chucks of rust around in areas that when picked off left a huge pit in the cast. So I pulled the transmission/transfer case as a unit and installed it in the king cab. Same shift solenoid same switch's and plugs, just bolted it in.
Well, unfortunately it was really close to dark when we bolted the transmission to the engine, and luck would have it I aligned the studs on the torque converter with the wrong holes. They all lined up, but the hole is about twice the size of the stud. I can reach with my finger and move the torque easy, so it isn't bound. However the studs clang inside the holes.
So now that admitted to the stupidity, my question is this - has anyone ever tried to take the trans mount off the transmission , loosen the transmission bolt and sliding the trans back 1/2" to gain clearance to roll the torque to the correct holes?