Ironic given that the original ford toploader has external shift arms. It is just 1st-over where you can use this clutchless shift. I just want to see what others think of these transmissions. This means you are 28% farther down the track or street before you have to clutch the car. Select this link to see what. I know there was a terrible drop with the F! All 1965-73 cases were wide 8 hole cases with the large O.
The synchronizers will enable quicker shifts, greatly reduce gear clash, and permit down-shifting into any forward-speed gear while the car is moving. Thanks to Evan Chapman for the 420 gear ratios. It is from a Chevy school bus chassis, so it will bolt to any chevy engine. It's fine if your going down hill but heaven forbid your going up hill during that 3-4 shift. Now that it's been replaced and timing set correctly, the truck has alot of power and getting up the hills isn't so bad now. Flipping the 3-4 cover lever over lets them grab with a straight pull back because it moves 3rd to the 4th gear position on the pattern.
The large cast iron case with large bulge on the passenger sidemakes it easy to identify. You will climb hills, cruise, tow, do everything so much better with the Gear Vendors installed. It even has a factory roll bar in the back. In 1964 and early 1965 a few transmissions used a 25 spline output shaft which proved to be defective. The 465 was the only manual transmission available for V-series trucks 1987-1991. The screw heads are part of the casting.
A gear boot is not included. I've asked around, and it's still a mistery to me about input shaft, pilot bearing, clutch ect. Back in the day, that was all they had; wide ratio or automatic. The serial number provides the date of manufacture, however, on 1969 and later transmissions there is a letter code at the end which identifies the gear-ratio, which is different on all three Muncie models. This is illustrated at the top of the Year One Tech page, while the input gears are illustrated at the bottom see Reference 2.
Thanks guys, Bob Some of these trucks were ordered with the New Process 435 4speed. I had that one for I guess 20 years or so. If you take a few moments to study the gear chart for your transmission and rear end ratio combination you will se why this product is so popular. Our factory transmissions are dyno tested before leaving the factory, ensuring the highest quality, We offer a no hassle 12 month warranty, performance guaranteed. The transmission case has various codes including the casting code and the serial number. I know for a fact it wasn't like this one.
It has a granny low and so then just 3 normally usable ratios. All the above trannys are made with several different gear ratio sets,so know what you are looking at. To speak to a Drive Train Expert or to place an order call toll free Need Stronger Parts? Also, the reverse lever on the Muncie units is mounted in the extension housing, while the Saginaw reverse lever is mounted in the side cover Locate the serial number to differentiate 1969 and up Muncie transmissions. I have a rebuilt 1984 305 from a Camaro in it now which runs good. Of course I use my trucks to work with. All our kits also have our 2year unlimited mileage, horsepower, and abuse warranty — you can go to the dragstrip every weekend and still be covered — no other overdrive can handle that.
There have been three different output shafts for pickup trucks. Also, don't get your hopes up with swapping out gears in that rear end. These words are very similar for the M20 and T10 but with some slight ratio differences depending on model. Sure seems odd to me. There are a few exceptions to the above information.
Notice for instance that 1st-over has a lot more torque multiplication than 2nd — now look how low you would have to go in rear end ratio to make your second gear have as much torque as 1st-over. Use our online shopping cart, just click the part number and see additional information, add to cart or proceed to check out. For the way I drive and use the trucks the transmissions work out great. Which is fine and dandy if you're running long distances on flat terrain, and won't be shifting much throughout the day. I think that's what happened here. If you have forced induction expect 50% better mpg. Early cases do not have this ribbing.
Identification begins by visually identifying the units as Saginaw, Muncie or Borg Warner models and then by differentiating the three Muncie units visually and by decoding the serial number. Whatever your 2nd-over final drive number is — that is equivalent to having that ratio for a rear end torque multiplier. Does the gear oil equalize between the two units as the vehicle is driven? Anyway, the truck is fun to drive with the manual steering and that 4 speed. I have a 1979 K5 Blazer in the back yard that is a trailering special or something like that. All forward-speed changes are accomplished with synchronizer sleeves instead of sliding gears. I agree, since it is a wide ratio truck trans it is sometimes undesirable. The screw heads are part of the casting.
Select the parts you require from the following list and give us a call. The gear ratio's seem way out of whack. The large cast iron case with large bulge on the passenger sidemakes it easy to identify. Syncro rings are aluminum ring and pin assemblies and the 3rd and th synchro have outer pie plates. The Toploader 4-speed transmission is of the fully synchronized type with all gears except the reverse sliding gear being in constant mesh.