Ford Super Duty drivetrain problems
 

In the past 15 months, I've had 2 rear differential failures, a transmission failure, and a clutch failure on my Ford F350 with 65,000 miles on it.

Granted, this truck's primary mission is a tow vehicle, but I'm not getting the impression that it's Build Ford Tough.

Is anyone else seeing similar drivetrain issues?

Thanks,
Brian

Re: Ford Super Duty drivetrain problems
 

had a transmission fail in mine. they said the pump exploded inside??

is yours chipped? I havent heard of the differentials going out, unless they are chipped. a friend had the same truck as mine, added a chip and in 175k miles went through 2 transmissions and 3 differentials.

Re: Ford Super Duty drivetrain problems
 

No chip, it's completely stock, even tire sizes. The trans is a 6-speed ZF manual trans, and I spit out some teeth on the overdrive gear. The replacement gears from Ford are now hardened - this one wasn't.

Both rear diff problems were limited-slip clutch failures, 15k miles apart.

Re: Ford Super Duty drivetrain problems
 

The clutch problem was a blown hydraulic actuator cylinder. Pedal went to the floor as I was pulling up to the launch ramp for the Port Huron race this year :eek:

Re: Ford Super Duty drivetrain problems
 

that doesnt seem right.

i also forgot to mention, mine had 35's and thats why they said the transmission let go.

Re: Ford Super Duty drivetrain problems
 

I fix alot of auto's (e40d's) on these trucks but rarely the zf's,the guys with the highest stage banks kits that beat on them break stock auto trannys after about 40,000 miles of abuse.If you break another diff put in a dtroit locker,the limited slips don't normally blow up they usually burn out and act like a open diff (ford 10.25 sterlings). Make sur your tires are equal size on the rear and are aired up equally,if not your limited slip will burn out fast,Smitty

Re: Ford Super Duty drivetrain problems
 

I lost a tranny at 100k, but I had a chip in it since it was new. Funny thing is the chip burned up today!

Re: Ford Super Duty drivetrain problems
 

Artic, What's the secret to make a e4od live? Doug

Re: Ford Super Duty drivetrain problems
 

I've got 87K on a 2002 F350. Not a single problem. It's all stock.

Re: Ford Super Duty drivetrain problems
 

Doug,the secret to making a e4od live (if it's still working good)
1. service it 3 times with any synthetic transmision fluid (that way its about mixed out of it).
2. Depending on what year it is look at your external cooler,if it isn't a humungus one(like the factory v-10/diesel cooler was in 2003) then change the cooler completely to a low pressure drop plate and fin style,i sell one made by long/dana corp that has a gvw rating of 40,000 gvw,it cools so well it comes w/a thermostatic bypass valve to keep the temp up when its cold outside(they instruct you to NOT plumb it thru factory radiator cooler).
3. If the transmisions already damaged and your looking to have it rebuilt insist on full upgrades,there are commercial clutch packs for 3rd/reverse,clearence kits that prevent common complaints (like harsh/bang reverse),the transgo shift kit is about the best,it should always be used(it's more for preventing cmmon problems than chirping the tires),there are steel accumulator valves that replace the aluminum factory ones that gall and stick causing failure,there is a nice steel boost valve that goes in the pump (stock one wears /gets loose), a hardened sunshell (the stock one is soft stamping and quickly wears out under hard use)various other mods and upgrades.
There were a million running changes thru the history of this trans,the 89's were Junk,weaker than a c-6,the 90-95's were mediocre(when rebuilt they should have pump replaced completely,the 96 up pump puts out 30% more flow),the shift solenoid block and prndl switch both need updating too. Your 96-up were better and had the aforementioned parts,plus some had (depending on motor) 4 pinion planetary gears caged in aluminum instead of 3 pinion ones,also had a center support roller bearing instead of a bushing & some other small changes
late 97 up,the trans got redesignated as a 4r100,sprags were beefed up,torrington bearings got added were they had cheap thrust washers,the v-10's & diesels got Beefy 6 pinion steel planets,reverse clutch teeth were coarser so they wouldn't strip out as easy,same w/overdrive (all these parts can be retrofitted to a earlier trans also,and most of them can also be put in a c-6 too)
In some 2000/2001 models they got stupid and put in a failure prone,ratcheting type 2nd gear sprag (it has to go in trash during rebuild)
Lastly,torque convertors,ford has been plagued w/ convertor failure off and on thruout the history of this overdrive,lockup damper plates crack internally causing lockup shudders then eventual total planetary failure due to heat,the aftermarket has improved pieces they put in during the rebuild process,
Doug,I hope this might have helped your question,Smitty

Re: Ford Super Duty drivetrain problems
 

Brian,i can't tell you much about the zf,they rarely fail and when they do i order a re-manned one. The differential failure your refering to in the limited slip isn't clutch chattering when turning sharp is it? Sometimes a rearend is serviced w/synthetic oil and people mistakenly assume it has limited slip modifiers,IT DOSEN"T,and after a while they develop a jerking,tire squawking,thumping noise refered to as chattering when turning sharp on dry pavement or after running down the highway a while then turning. The cure to that is simple adding a 5 dollar bottle of ford limited slip additive and continue driving vehicle until it works in and noise goes away,Smitty

Re: Ford Super Duty drivetrain problems
 

Smitty-- Many thanks for the prompt response to my PM. Yours are some of the better posts on this site. I couldn't count the times you've gone out of your way to help one of us. Lou

Re: Ford Super Duty drivetrain problems
 

Thanks Smitty, that's some good stuff on the e4od trannys. Sounds like Ford has been through a lot of trial-and-error over the years to get it right. But is it "right" yet? You're recommending a number of upgrades.

My rear diff clutches went out the first time at 48k. Yup, thumpimg and jerking when turning tight. I notice it mostly in reverse, like when I'm setting up at a launch ramp, or putting the boat back in the garage. They ended up changing out the whole "pig".

Now, at 65k, (18k later) the rear diff is shot again. I actually noticed it about 5-6k miles ago, so I picked up a bottle of the graphite stuff from the Ford dealer. It helped for about 3000 miles.

I dropped it off last Tuesday, and they ordered parts that afternoon. Apparently, there are none in North America, and they're hoping for "sometime next week". That's why I was asking if this is a common problem - dried up parts supply. Sure looked like a nice day out on Lake Erie today - at least what I could see from shore. :(

I'm really thinking hard about a Duramax/Allison combo. My wife is a manager at Ford, so we get A-plan on purchases. But after seeing how her folks at FCSD have treated us on this truck, even she's encouraging me to look at GMC.

This whole thread is a pretty sad commentary on "Built Ford Tough"

Cheers,
Brian

Re: Ford Super Duty drivetrain problems
 

Brian,i had a 2002 4dr duramax short box,put 40000 miles on it in 13 months,loved it,sold it and now have a 2004 duramax ,27000 miles in 10 months ive owned it,not any problems with either one,Smitty
GM would be real smart to build a suburban on same drivetrain,i'd buy one tommorow if they did!

Re: Ford Super Duty drivetrain problems
 

Smitty,

I am impressed with your vast knowledge on these trannies. I have a 2004 Dodge 3/4 ton diesel with an auto trans. Do you know of any common problems or things I need to watch out for with those or what stronger upgrades/mods I can do that would prolong the life of the tranny without voiding the warranty? At this time I have 18,000 miles on the truck. Thanks

Re: Ford Super Duty drivetrain problems
 

Smitty, I too am impressed with your knowledge and experience with transmissions and making them live longer under the loading conditions we place on them towing big a$$ loads.

It also impresses me that with knowing what you do about trucks, you choose to run a Duramax/Allison combo. This says a lot.

Do you have any "tricks" that you perform on the Allisons? Or are they good to go as-is?

Thanks again,
Brian

Re: Ford Super Duty drivetrain problems
 

Am I missing somthing here? I thought SD's only came with the 4R100....maybe you can get an e40d with a rare 5.4 in an SD? Are the e40d and 4R100 really the same? I do know one thing though, Smitty, there is absolutly no reason to change the tranny fluid 3 times when switching to a synthetic [over $300 on an SD] on a 4R100 as it can easily and completely be purged through the cooler return line...very easy process that many owners of these trucks use...takes just a few more minutes than an oil change. There is a Ford tranny/dyno engineer that frequents[at least he used to] this site, Joey Skroki? Maybe he can chime in here? The '01 4r100 w/the mechanical diode while providing very good service in V10 applications, had a higher than average failure rate in the diesel. The trans was changed back close to pre-'01 specs for '02. This transmission provided good service as long as the vehicle remained stock...if you want to trick up your 7.3, at least get a real transmission temp gauge and keep the thing cool. The 4r100 has been replaced by the new TorqueShift which is not only more robust, but is considered to be at least as good as any other offering in this application. Not dissing any other brand....Just buy American!!

Re: Ford Super Duty drivetrain problems
 

4R100 = e4od ? Ya got me... but what's being discussed in this thread -mainly updates to automatic tranny's and the need to keep them cool is the main reason I've been towing with a manual trans for the past 15 years. Be gentle with the clutch, stick it in gear, and fugetaboutit. I've never replaced a clutch in 200,000 miles between three Ford SD's.

Maybe the overdrive failure on my ZF was partially self induced, as I tend to tow in overdrive with the cruise control on with a 10,000 lb boat and generally set it at 70mph or more. Maybe the ZF's just don't lubricate the top end of the trans well at those speeds.

The rear diff problems, however, have no excuse. Especially at 18k bewteen repairs. Ford's Customer Service Division has left a particularly bad taste in my mouth, basically telling me "tough chit, it's out of warranty." (by 5000 miles) This - even after my wife ran it up the management chain internally. She has 18 years with the company, and is suggesting I try another brand.

Buy American? Of Course! Another Ford, probably not.

Re: Ford Super Duty drivetrain problems
 

What a joke, they call it the Customer Service Division. I have never witnessed such blatant disregard of customers concerns or issues. Fords Tail Light Warrantee, don't blink, you might miss it.

Re: Ford Super Duty drivetrain problems
 

BTW, I have a 03 F250 SD with 5.4 22K, I pull 9,000 lbs and the heat gage is always rock solid, never gets even a little hot. Do I have anything to worry about like the others? Thanks,

Re: Ford Super Duty drivetrain problems
 

Brian- I agree with you on the rearend failures...this has not been a common problem, but niether has ZF trans problems. I would suspect that the pilot bearing was trashed B-4 your tranny went. I think Ford would do good to be in the Avis role for awhile [2nd and trying harder]. They have sold a zillion of these HD pick-ups, but won't be on top for long if they don't start directing some of the massive profits on these units back to good customers like yourself for DISCERNING warranty repairs! Good Luck! Buy American!

Re: Ford Super Duty drivetrain problems
 

CMG- the "heat guage" is an idiot light with a needle, when it reads too hot, its too late IMO.

Re: Ford Super Duty drivetrain problems
 

502 magnum,i wasn't trying to dish the fords at all,i was just trying to share some information i have learned over the years rebuilding and upgrading transmissions. If you read my post explaining the history of this ford transmission you'll see where i mention it was redesignated as a 4r100 in late 97 and i mention the improved designs and pieces they put in it.Your method of changing the fluid would also work as long as you were pumping synthetic in it as fast as you were pumping it out but i have seen backyard mechanics (not just on fords) unhook a cooler line,pump the fluid until it was dry,run it too long and damage the babbit in the torque convertor bushing ripping it out of the pump and wiping out the convertor snout and or pump.Your right about the transmission providing good service when used in a STOCK
application,it is a fairly good unit after redesignation to a 4r100 with the upgrades that went in it with the exception of the 2nd sprag and the cracking internally of the welds or stamping of the lockup clutch dampner plate and a few other small problems. I have seen the mechanical diode sprag fail even behind a 5.4 in a expedition.The aftermarket doesn't even sell clutches that have the correct splines to fit the outer race on that part(it is different than earlier versions and the later versions)because no shop that doesn't want to replace it for free later ever puts it back in.Us guys that build these after the warranty from the factory is up beef the second sprag up further by putting in a aftermarket 45 element one way roller that replaces the factory 34 element piece.As far as far as the torque shift transmision i haven't had one come to me broken and out of the factory warranty yet. I fix fords,dodges and chevy's,but i live in a area predominantly GM so i fix more gm's than anything else,Smitty

Re: Ford Super Duty drivetrain problems
 

Kaama,i haven't had a dodge newer than 2002 in my shop yet and haven't seen much tech come thru on them yet,not aware of any upgrades or problems either. Does your truck specify the chrysler 7176 spec fluid like the older ones,if it does it would benefit from synthetic fluid but you would have to put in a friction modifier (like lubegard black or platinum) to prevent a torque convertor shudder at partial lockup apply. It takes a few years of the newest stuff being out and coming out of warranty before i start to see it and the aftermarket starts gearing up to address things the factory can never seem to fix.
Brian,the allison 1000 transmision is the first electronic shift transmision GM has put in something that was right from the beginning,there were a batch of bad solenoid blocks supposedly in a few of them but my buddies that work on new trucks at the dealers have never seen it. There are some companys starting to make some parts(hd clutch packs,extra hd torque convertors valve body upgrades) for the guys that want to go crazy modifying the duramax's . The biggest thing i tell people is the screw job gm did on the trans fluid. Allison makes this transmission independently for gm and hd truck applications (they also have one called a allison 2000 w/deeper pan). Allison was willing to warranty them to gm in the duramaxes for 100,000 miles IF gm used their specified fluid (allison transynd ,it was developed in a joint venture w/castrol). Gm feels it's unnecesary so they install dexron 3 fluid on the assembly line to save money and the consumer gets a 36,000 mile warranty because of this! The transynd fluid cost me 45$ a gallon,if the typical high end consumer was told he had the option of paying another 200$ when purchasing one of these trucks to get it with a better fluid and it would have a 100,000 mile warranty NO ONE WOULD DECLINE! I encourage everyone that owns one to convert their fluid when servicing their truck. Allison's guide lines also say the service interval is 100,000 miles w/transynd fluid instead of 25,000 w/dexron. Allison says to convert the fluid out you should pull drain plug which gets about 7 qts out & change external screw on filter,top off with transynd ,drive vehicle 5000 miles and repeat again a total of three times then it is considered changed over(your warranty remains 36,000 miles w/gm though). They also say not to attempt to flush it out or pump it out by any other method,Smitty

Re: Ford Super Duty drivetrain problems
 

Smitty, seeing you're from GM country, talk to me about the Allisons. Have you been inside any? Is the 5-speed 1000 as good as everyone says? How do they hold up towing loads?

I don't understand why Ford doesn't take other the manufacturers lead and just OEM known proven products. The 7.4 Powerstroke has evolved into a decent motor, but now it's gone. The replacement 6.0 is seeing it's fair share of infant mortality. From your earlier posts, look how long to took to get the 4-speed auto right. Now it's been replaced with the Torqueshift.

Seems to me that a Ford SD truck with a small Cat motor and an Allison trans would be an unstoppable combo. Add a Detroit Locker rear and these things should last hundreds of thousands of miles.

Sure would hurt their parts and service business, tho. I guess this is the trade-off they have chosen - make good money on service at the cost of Customer Sat. Once you own one, you have little choice but to fix it when it breaks. But ask for some reasonable assistance when the failures become excessive, fugetaboutit.

Smitty... about those Allisons?

Cheers,
Brian

Re: Ford Super Duty drivetrain problems
 

Thanks Smitty, our posts crossed.