yo MERK;
Ok, consider the pop ZF S5-42 FIVE speed OD manual tranny.
Here is a Swap from AOD in an 88
Source: by 88rustsurvivor (monster) at
http://www.fullsizebronco.com/forum/showthread.php?t=133278
S5-42 Swap from AOD in an 89
Source: by Tim C (TnTbronco2, Trail Truck, Street Truck, Crazed, Broke, OoG) at
http://fullsizebronco.com/forum/showthread.php?t=181857
more ZF LINKs in my site @
http://www.broncolinks.com/index.php?index=55
including;
The model number for the ZF transmission (7003) is S5-42. This model number can be divided into three parts. First, “S” designates a synchronized transmission. Second, “5” designates the number of forward gears. Finally, “42” is the approximate maximum input torque capacity in tens of ft-lb. In this case 42 equals 420 ft-lb. input torque capacity.
The S5-42 ZF transmission is available in both wide ratio and close ratio versions. The wide ratio version is available for all F-Series vehicles over 8500 lbs GVW, all engines (6007), except F-Super Duty Commercial Stripped Chassis equipped with a diesel engine. The close ratio version is available only in F-Series vehicles with a 7.3L diesel engine and a GVW over 8500 lbs.
The transmission features an aluminum case (7005) with an integral clutch housing. Because of the aluminum case, the tapered roller bearings of the transmission shafts must be fitted under preload. This is because heat expansion of the aluminum case is greater than that of the steel alloy mainshaft and countershaft cluster gear (7113). If the bearings were not pre-loaded, this would result in excessive end play when the case in warm, loaded operating conditions. The transmission also features shrink-fit gears on the countershaft cluster gear. Shrink-fit gears are connected to the countershaft cluster gear by friction only, rather than connected trough splines. The gear is heated and lightly pressed onto the countershaft cluster gear. The subsequent cooling of the gear provides the shrink fitting. The countershaft cluster gear is serviced as an assembly.
Inspection and Verification
A troubleshooting guide has been put together to assist diagnosing transmission-related problems. Use the transmission noise evaluation procedure and troubleshooting guides on the following pages, or refer to Section 07-00 in the 1994 Ford Service Manual. Also refer to Section 08-00 in the 1994 Ford Service Manual. Remember, it is important to get an accurate description of the complaint before any diagnosis can be performed. Ask questions as to whether it occurs hot or cold, during shifting, driving at a particular speed or in a particular gear. If possible, have the customer demonstrate the concern.
Cold Transmission
• Drive the truck in all gears (1-5 and reverse gears).
• Evaluate the noise in neutral. Check if there are any noise changes in a particular gear, i.e., 4th gear. In 4th gear the countershaft is not under load.
• Check if the noise increases when the transmission is warming up.
• See if the noise is related to engine speed, road speed or gear selection.
Warm Transmission
• Check all gears plus reverse gear and make note of any noise changes in a particular gear.
• Check noise in neutral while parked. Check if the noise disappears at a certain engine rpm or with the clutch pedal (7519) depressed.
• Drive in the gear in which the noise is most noticeable. Press in the clutch and leave the gear engaged. If the noise changes or disappears, the noise may be amplified by the vibration of the engine.
• Drive under the same condition again. Press the clutch pedal in and shift into neutral. Release the clutch while the truck is coasting down the road. Evaluate the noise, as the rear axle assembly (4006) turns the mainshaft.
ADDITIONAL TESTING FOR 4X4 TRUCKS (Non-Electronic Shift)
• Check for any noise change when shifting the transfer case (7A195) between 4X2, 4 high, 4 low or into neutral.
• With the vehicle at a complete stop and the transfer case in neutral, shift through all the gears and evaluate noise at different engine rpm. Check for any noises in neutral at different engine rpm.
To isolate clutch concerns from transmission concerns, operate the transmission at no-load. On 4X4 models, place the transfer case in neutral. Remove the driveshaft on 4X2 models. Run the engine at 3000 rpm and operate the transmission throughout ranges with the clutch engaged. If hard shifting concern (power to transmission) disappears, the concern may be in the clutch system. An improperly operating clutch can result in hard shifting that is most noticeable in 1st, 2nd and reverse. The hydraulic release mechanism must work properly. Continued operation with a defective clutch system may result in premature wear or damage of synchronizer (7124).
Hard shifting or difficulty engaging gears may be the result of improper clutch function. Check the release system travel. Minimum travel for the concentric slave cylinder bearing (4.9L and 5.8L engines) and the external system slave cylinder push rod (7.3L and 7.5L engines) is 11 mm (7/16 inch). If system travel is less than 11 mm, this is an indication of problems in the release system such as excessive flexing of the instrumental panel (04320), cracked instrumental panel reinforcement at the clutch master cylinder mounting and air or water in the hydraulic clutch hose (7T504).
Overview, ZF Transmissions; Mike incorrectly added Bronco to the list
Source: by Mike W @
http://www.rsgear.com/articles/1993_02.pdf
S5-42 Tips; "...There are three rubber plugs on top of the transmission that leak fluid only when the truck is in motion so when parked there will be no tell tail signs of a leak. You can replace the plugs yourself or take it to the dealer and have them check it for fluid lose and replace the faulty plugs but it's not cheap. Thing is, the seals are going to fail and if caught to lateas in my case cost you a bundle. Another set back for theback yard mechanic is the bleeding of the slave cylinder. If not done exactly correct your clutch will not work no matter how much you bleed it. Bleeding the slave cylinder, which is inside the transmission and not on the outside like older ones, relies more on gravity to bleed and not pumping. It's just a big pain in the ass actually and it will test your patience.
Source: by WooleyBugger
