Section 07-03B: Transmission, Manual, Model S5-47 ZF
1996 F-Series Vehicles Over 8500 lbs. GVW Workshop Manual
DIAGNOSIS AND TESTING

Symptom Charts

NOISE WHILE STOPPED — TRANSMISSION IN NEUTRAL
ConditionPossible SourceAction
  • Noise Present with Clutch Pedal Fully Depressed
  • Engine noise
  • Clutch release hub and bearing failure.
  • Pilot bearing failure.
  • Misaligned transmission.
  • REFER to appropriate Service Manual section for these areas.
  • Noise Disappears When Engine Exceeds 1500 rpm Without Depressing Clutch Pedal
  • Neutral rollover is caused by the engine firing pulses transmitted through the gear set. Some neutral rollover is normal on the 7.5L application. The dual mass flywheel on the 7.3L diesel and the two stage clutch on the 4.9L and 5.8L should eliminate this concern on these engines.
  • CHECK engine idle quality and speed. A rough or low idle will aggravate this concern.
  • Noise Present at Engine Speeds Above Idle
  • Insufficient lubrication.
  • DRAIN oil (when required) and FILL with the correct oil, conforming to Ford specification ESP-M2C-166H Type "H" or MERCON®.
 
  • Damaged tapered roller or caged needle roller bearing.
  • INSPECT for failure. Pay special attention to the mainshaft front bearing (pocket bearing), located between the input shaft and mainshaft. TURN the gears on the mainshaft to check for failure of needle bearings by feeling for roughness.
 
  • Scuffed gear tooth contact surfaces.
  • DISASSEMBLE transmission and check gear tooth contact surfaces. REPLACE gears as required.
  • Noise on PTO-Equipped Transmissions. Remove the PTO and Install a Cover. Evaluate for Noise Without PTO
  • Incorrect PTO gear mesh due to: Wrong model PTO, incorrect installation, defective PTO.
  • CHECK the mating teeth on countershaft cluster gear and also on the gear of the input shaft for damage. If any parts are damaged, REPLACE. CONTACT PTO supplier/manufacturer to VERIFY model usage, shimming and PTO quality.
NOISE WHILE DRIVING
ConditionPossible SourceAction
  • Noise Is Present in All or Several Gears. Noise Occurs at High and Low Engine Speeds and May Vary with Engine Speed
  • Worn or rough output shaft rear bearing.
  • DISASSEMBLE transmission and INSTALL new output shaft rear bearing on mainshaft.
 
  • Needle bearing under mainshaft gears damaged.
  • REPLACE needle bearing and gear.
 
  • Wrong preload on main or cluster shaft bearings.
  • DISASSEMBLE transmission and CORRECT preload.
 
  • PTO installed incorrectly.
  • CHECK PTO installation.
  • Rattle Noise When Taking Off from a Stop and Driving at Less Than 1000 rpm
  • "Lugging Rattle."
  • OPERATE truck without "lugging." Condition will not shorten the life of the transmission.
  • Clunking Noise When Shifting or Speeding Up or Slowing Down. Condition Is Worse on Bumpy Surfaces
  • Freeplay in the system (clutch through axle and fuel injector shutoff timing). Some clunk is normal with the 4.9L and 5.8L.
  • CHECK for excessive backlash of rear axle assembly. Clunk cannot be corrected by repairing transmission unless a defect is evident.
 
  • Loose yoke nut.
  • INSTALL a new spiral lock nut. No staking required. TIGHTEN to 270 Nm or 200 lb-ft.
  • Noise While Driving in One Gear Increases with Road Speed
  • Worn, imperfect or chipped gear teeth on the affected gear.
  • REPLACE affected mating gears.
  • Whining Noise at High Engine rpm in 3rd and 5th Gear
  • Worn input shaft gear and countershaft drive gear.
  • CHECK noise level in 4th gear under same engine conditions. If noise level is less, REPLACE the input shaft and countershaft cluster gear. INSPECT and REPLACE other gears as required.
  • Shift Lever Buzz Present While Driving, Not Present During a Neutral Engine Run Up While Parked
  • Upper shift control selector lever damaged or loose.
  • CHANGE shift control selector lever. If buzz is still present, SEE in which gear the buzz occurs. DISASSEMBLE and INSPECT specific gear. CHECK guide pieces for clearance.
 
  • Lower shift control selector lever defective.
  • REPLACE lower shift lever. Shift lever E9TZ-7210-G is less sensitive to vibration than earlier design.
  • Shift Lever Rattle in Neutral Engine Run Up, Primarily Diesel 4x4
  • Shift lever may not have plastic bushing at the pivot.
  • CHECK by temporarily removing the shift lever boot. REPLACE if the noise is gone.
 
  • Shift lever boot incorrectly installed.
  • Shift lever boot must make air-tight seal to shift lever. REPLACE shift lever boot if stretched or sealing surface is damaged.
  • Moan or Vibration on F-Super Duty at Road Speeds Greater Than 50 mph
  • Aftermarket modifications to frame or driveshaft.
  • INSPECT non-factory driveshafts for:
      0 to 51 inches long — 3 inch diameter tube is OK.Up to 55 inches long — 3-1/2 inch diameter tube is required.Up to 59 inches long — 4 inch diameter tube is required.Working angles greater than 1/2 degree but less than 3 degrees.System balanced to within 0.4 in/oz. at the ends and 0.8 in/oz. at the driveshaft center bearing bracket.
  • Hard Shift (Particularly 1st, 2nd and Reverse)
  • Clutch not releasing completely.
 
  • Operator not fully depressing clutch pedal.
  • INTERVIEW operator.
 
  • Flexing of instrument panel.
  • REPAIR Instrument panel.
 
  • Hydraulic clutch hose routed too close to exhaust manifold.
  • MOVE or SHIELD hydraulic clutch hose.
 
  • Air/water in hydraulic clutch hose.
  • BLEED clutch system.
 
  • Insufficient reserve of synchronizer (a defective clutch system can result in premature loss of synchronizer reserve).
  • REPLACE complete synchronizer and corresponding gear, if required.
SHIFT CONCERNS
ConditionPossible SourceAction
  • Notchy Shifting
  • Some notchiness is normal (especially in 3rd gear).
  • For excessive notchiness REPLACE with revised synchronizers:

    1/2 F6TZ-7124-B

    3/4 F6TZ-7124-C

    5/R F6TZ-7124-A
  • Grinding Noise During Shifting
  • Synchronizer cone too smooth (after a few thousand miles).
  • MAKE 3 to 5 hard shifts with high engine rpm. If noise is still present, DISASSEMBLE and CHECK for damage (darkened patches OK). REFER to Synchronizers in the Cleaning and Inspection portion of this section.
 
  • Synchronizer ring defective.
  • CHANGE synchronizer.
 
  • Insufficient wear limit of synchronizer ring.
  • CHANGE synchronizer.
  • Walking or Jumping Out on Rough Roads
  • Interference or resistance in the mechanism preventing full engagement of the sliding collar.
  • REMOVE and DISASSEMBLE transmission and CHECK profile of internal grooves in the sliding sleeve.
 
  • If sliding collar has been shifted completely into position, some other malfunction could move sliding collar and shift lever out of its proper location.
  • CHECK for shift lever interference. The stub lever, gear shift finger or shift forks could be worn. REMOVE transmission and REPLACE damaged parts.
  • Note Whether the Unit Walks Out of Gear Under Drive or on a Coast Load. Also, Does the "Walkout" Occur on Smooth or Only on Rough Roads? A Number of Items that Would Prevent Full Engagement of Gears Are:
  • Worn or loose engine mounts.
  • CHECK engine mounts.
 
  • Shift fork pads or groove in sliding collar worn excessively.
  • REMOVE and DISASSEMBLE transmission and REPLACE damaged parts.
 
  • Transmission and engine out of alignment either vertically or horizontally.
  • VERIFY transmission is tightly bolted to the engine.
  • Walk or Jump Out on Rough Roads
  • Use of heavy shift lever extensions.
  • Use original equipment shift lever. INSTALL heavy duty detent springs (E8TZ-7E218-A).
 
  • Shifter interlock springs broken or missing.
  • REMOVE detent spring plug on detent and REPLACE shifter interlock springs.
 
  • Detent spring plug not pressed in properly.
  • REPLACE with new detent spring plug and PRESS in 1mm (3/64 inch).
 
  • No preload in drive gear, mainshaft or countershaft cluster gear, caused by worn bearings.
  • REMOVE and DISASSEMBLE transmission and REPLACE defective bearings (necessary to reset bearing preload).
 
  • Grated selector teeth.
  • CHANGE synchronizer and gear.
  • Excessive Shift Lever Movement in 3rd Gear
  • 3-4 synchronizer body snap ring not seated in groove on output and fifth gear driveshaft.
  • DISASSEMBLE and REPLACE affected parts, paying special attention to 3-4 synchronizer, input gear, input shaft pocket bearing and shift fork.
  • Gear Cannot Be Engaged
  • Clutch not releasing (see hard shift).
 
  • Gear selector interlock sleeve jammed in transmission.
  • If bent or damaged, REPLACE the gear selector interlock sleeve.
 
  • Damage to teeth on sliding collar or improper installation (dog teeth worn).
  • REPLACE or CORRECT synchronizer. CHECK for damage on the corresponding mainshaft gear in clutch teeth area. REPLACE as required.
 
  • Jammed pressure pieces in synchronizer.
  • REMOVE and DISASSEMBLE transmission and REPLACE pressure pieces.
 
  • Shift rails out of proper position.
  • REPLACE all shift rails, detents and gear selector interlock sleeve.
  • Sticking in Gear
  • Clutch not releasing (see hard shift above).
 
  • Gear selector interlock sleeve jammed in transmission.
  • If bent or damaged, REPLACE the gear selector interlock sleeve.
 
  • Sliding collar tight on splines (dog teeth damaged).
  • REMOVE and DISASSEMBLE transmission.
  • Stuck in Gear
  • Shift rails out of proper position.
  • REPLACE all shift rails, detents and gear selector interlock sleeve.
  • High Shift Efforts
  • Lack of lubricant or wrong lubricant used, causing build-up of sticky and sludgy deposits on splines of sliding collar.
  • INSPECT through the PTO openings. If sludge is present, REMOVE and CLEAN the transmission.
 
  • Case bushing rough, or dragging.
  • Clutch not releasing (see hard shift above).
  • PLACE transmission in 4th gear and ROTATE the mainshaft by hand while the clutch is depressed. If a roughness is felt, REMOVE the case bushing, INSPECT and REPLACE the bearing and input shaft, if required (input bearing preload must be RESET if input shaft is replaced.)
 
  • Damaged input shaft pocket bearing.
  • INSTALL a new input shaft and input shaft pocket bearing (necessary to reset bearing preload).
  • High Shift Effort in One Gear Only
  • Sliding sleeve tight on splines.
  • REMOVE transmission and REPLACE affected synchronizer.
 
  • Synchronizer teeth chipped or badly mutilated.
  • REMOVE and DISASSEMBLE transmission and REPLACE damaged parts.
 
  • Binding or interference of shift lever with other objects or rods inside the cab.
  • CHECK shift operation in cab.
 
  • Mainshaft gears seized or galled on either the thrust face or diameters.
  • REMOVE and DISASSEMBLE transmission, REPLACE synchronizer and other affected parts.
 
  • Synchronizer (wear limit too low, fractures).
  • REMOVE and DISASSEMBLE transmission, REPLACE synchronizer and other affected parts.
 
  • Synchronizer cone smoothness.
  • MAKE 3 to 5 hard shifts with high engine rpm.
  • High Shift Efforts in Cold Weather, All Gears
  • Incorrect, high-viscosity fluid.
  • INSTALL Type H or MERCON® fluid. ROAD TEST the vehicle to IDENTIFY possible damage caused by the wrong fluid. Synthetic MERCON® E6AZ-19582-B will improve cold weather shiftability.
LEAK CONCERNS
ConditionPossible SourceAction
  • Leak at Case Cover
  • Reused or damaged case cover gasket.
  • REPLACE with new case cover gasket. Anaerobic Sealant E3AZ-19554-AA meeting Ford specification WSK-M2GA9 can be used with the new gasket.
  • Leak at Case Plug
  • Sealing ring missing from case plugs (transmissions with an E9TA prefix or later have a sealing surface machined on the housing).
  • INSTALL a new sealing ring.
 
  • Transmissions with an F4TA prefix have a sealing ring on the plug with rubber centering feature for improved sealing.
  • INSTALL a new sealing ring.
  • Leak at Transfer Case Cover
  • Bolts loose or damaged transmission case deflector gasket.
  • REPLACE transmission case deflector gasket, TIGHTEN bolts to 38 Nm (28 lb-ft).
  • Leak at Detent Spring Plug
  • Reused or damaged detent spring plugs.
  • USE new detent spring plugs when reassembling. Do not DEFORM case around detent spring plug to retain.
  • Leak at Large Welch Plug Inside Flywheel Housing. Look for Cracks Around the Hole
  • Improper assembly.
  • RESEAL, using Gasket Maker E2AZ-19562-B or equivalent meeting Ford specification WSK-M2G348-A5. If cracked, REPLACE flywheel housing.
  • Leak at Input Shaft Bearing Oil Passage Plug (Inside Flywheel Housing w/7.5L and 7.3L Engine and on Left Side w/4.9L and 5.8L Engine)
  • Improper assembly.
  • RESEAL, using Gasket Maker E2AZ-19562-B or equivalent meeting Ford specification WSK-M2G348-A5. If cracked, REPLACE flywheel housing.
  • Leak at Output Shaft Oil Seal
  • Output yoke nut loose or improperly staked (4x2, except F-Super Duty).
  • REPLACE seal, using new lock nut. TORQUE to 270 Nm (200 lb-ft).

     CAUTION: Do not reuse lock nut.
  • Leak at Input Oil Seal
  • Improper assembly. Seal lip may have rolled during assembly, garter spring may have become dislodged during a previous repair.
  • REPLACE front pump support seal, using extreme caution that input shaft does not contact the oil seal during reassembly (if the seal lip is rolled, leaking may not occur for several hundred miles).
  • Leak Between Quill Pipe and Flywheel Housing (7.3L and 7.5L Engines Only)
  • Damaged O-ring during assembly.
  • REMOVE quill pipe, INSPECT sealing surfaces and REPLACE O-ring. LUBRICATE O-ring prior to assembly to PREVENT damage.
  • Leak at Case Joint
  • Damaged mating surfaces or assembly error.
  • REPAIR or REPLACE damaged case. RESEAL with Gasket Maker, E2AZ-19562-B or equivalent meeting Ford specification WSK-M2G348-A5. TIGHTEN bolt to 23 Nm (17 lb-ft).
 
MISCELLANEOUS CONCERNS
ConditionPossible SourceAction
  • Cracked Flywheel Housing
  • Drivetrain vibration caused by assembly error.
  • CHECK the integrity of driveshaft attachment.
 
  • Vehicle modification (drive shaft lengthened or shortened).
  • Non-factory driveshafts should be inspected for:0 to 51 inches long — 3 inch diameter tube is OK.Up to 55 inches long — 3-1/2 inch diameter tube is required.Up to 59 inches long — 4 inch diameter tube is required.Working angles greater than 1/2 degree but less than 3 degrees.System balanced at 3000 rpm to within 0.4 in./oz. at the ends and 0.8 in./oz. at the center support.
  • Cracked Rear Engine Mount Transmission Attachment Ears
  • Broken front engine mounts.
  • INSPECT and REPLACE front engine mounts if required.
 
  • Vibration caused by a driveline imbalance.
  • SEE above.
 
  • Rear mount upper flange not flat.
  • REPLACE rear mount.
BEARING FAILURE
ConditionPossible SourceAction

  • NOTE: The service life of most transmissions is governed by the life of the bearings. The majority of bearing failures can be related to driveline vibration or contamination of the fluid. Additional reasons for bearing failures are:

  • Extended start-up idle in extreme cold may lead to wear of input shaft pocket bearing.
  • Synthetic MERCON® E6AZ-19582-B or equivalent meeting Ford specification ESR-M2C163-A2 provides improved lubrication when transmission temperatures remain below -29°C (-20°F) for extended periods. Synthetic MERCON® is required in vehicles equipped with 7.3L diesel engine.
 
  • Any combination of operation at or above GVW in high ambient temperatures, on steep grades, or vehicles with high frontal areas (exceeding 60 square feet) can affect all bearings due to temperature buildup.
  • Heat buildup may cause break down of the ATF. Synthetic MERCON® can withstand higher operating temperatures.
 
  • Input shaft pocket bearing not lubricated due to missing, damaged or misinstalled front bearing oil scoop ring.
  • REPLACE damaged components and VERIFY proper installation of front bearing oil scoop ring. CHECK for proper installation of the snap ring, which retains the 3-4 synchronizer, on the mainshaft next to the front bearing oil scoop ring.
 
  • Damage due to towing a vehicle greater than 80 km (50 miles) or at speeds exceeding 56 km/h (35 mph) with the driveshaft installed. Gear bearings are especially susceptible to damage.
  • PROVIDE correct towing procedures to tow operator.
 
  • Vibration break-up of retainer and brinelling of races-fretting corrosion.
 
  • Incorrect preload causes faster wearing of the bearings, due to incomplete contact area.
  • Be sure to FOLLOW preload setting procedure in the Adjustments portion of this section.
 
  • Lack of lubricant or wrong type.
  • CHECK for leaks and REPAIR as required. REPLACE with correct fluid.
 
  • Acid etch of bearing due to water in lube.
  • IDENTIFY and CORRECT source of water entry.
 
  • Worn out due to other part failure.
  • REMOVE, DISASSEMBLE and CLEAN the transmission, then REPLACE damaged parts (necessary to reset bearing preload if any bearings are replaced).