You were asking about the 3-speed. It was thrown in for cheap so I grabbed it. Very hard to find parts for. But if the input shaft is right, I'm thinking the front end of it would just bolt in to my truck. The 3rd gear on the cluster gear is larger than the 4th gear the front gear.
We have developed a crate design that works well for the early Ford 3 speed transmissions up through 1948. The nickel content was increased to produce a harder, stronger gear. Cast iron case with cast iron top cover from 1968-87 and an aluminum top cover 1988-91. My comment was based on seeng that bracket on the bottom of the overdrive. Ford used the late style synchronizer in these open drive transmissions also. The shift forks are in the aluminum top cover with a single shift rail.
Simply put, they will not hold up to a V8. The passenger car uses that part of the casting for a mount, they just used the same tail shaft casting for the truck rather them making a different one. The main bearings are all ball bearings. This in turn required the input shaft to be longer. All rebuild work must be paid by credit card. Toploader is usually used for the 4-speeds and my above link was a picture of the 6-cyl 4-speed.
The R10 long tail shafts came in the pre 1964 trucks with no crossmember. Length of input shaft varies with application. F500 - F800 trucks have tapered bearings on the input and main shafts. Overdrive units 1949-60 Borg Warner type will take a minimum of 10 hours but can take up to 13 hours depending on the level of rusted or damaged parts. Cast iron case with cast iron top cover.
Rumor has it that these transmissions can actually be turned into a four-speed toploader by changing the gears. They all have 9-bolt side covers and 36 tooth synchro rings. Author: David Fuller is OnAllCylinders' managing editor. The synchro rings have 36 teeth and the unit has a 4-step cluster gear. You should get a copy of the shop manual; they are all in it. Some of 1964-65 units have larger gears with the same tooth count as the 1940-68 units. The 5th gear synchro assembly is on the end of the cluster gear.
The Isuzu logo is cast into the left side of the case. The gears go in from the top, and it shifts from the side. Similar physical appearance and is best to remove the top cover in order to distinguish between the two. We do not quote a standard rebuild charge since we do not know in advance what parts might be needed beyond the usual bearings, seals, gaskets, etc. Non-synchronized 1st gear, synchronized 2nd-4th.
The main case is open at both ends, the bell housing. All five synchro rings are brass. . The main bearing in this unit is comprised of caged needles in shell races. Needle bearings were installed under each gear to reduce drag. After locating correct unit a link is supplied to provide detailed information on specific kit and parts that are available for your unit. Racing continues of course, but for the most part, people are building state-of-the-art motors and chassis with the combination of motor and transmission to handle the severe conditions.
Fully synchronized in all gears, including reverse. There are myriad T5 boxes used, just within the Mustang world. Casting numbers on the case, cover or extension housing are 13-51 or 13-52. The tranny has been used in well over 200 applications and continues to appear in multiple production applications. Ford also used the T-5 behind the 2. We accept Visa, MasterCard, Discover Card, and American Express. Found in heavy duty applications.
These usually had ratios of 3. The case was the same but had a different input shaft. By improving the surface area, the synchro slows the gear faster making for smoother shifts. The lower counter gears saw tapered bearings. It was a column shift only. The L-D unit has a sump and hydraulic pump similar to an automatic transmission. Reverse gears are straight cut and are located in the main transmission case.
There are no brass synchro rings. The Ford Ranger 5-speed transmission is made by Mitsubishi or Mazda, and you may not be used to seeing its identifying marks. No longer were 1st, 2nd, and 3rd gears spinning on a solid output shaft. The Dana 20 used in Scout trucks uses the same bolt pattern and input gear as most Dana 20s used in Jeep trucks. Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed. The clutch release shafts can be interchanged in this case from 1932 on, but the user would want to match his up to the clutch pedal set-up on his vehicle.