Maybe you 5.0 guys can answer this for me.
03-23-2006, 02:17 AM
#1
Thread Starter
Join Date: Mar 2006
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Posts: 38
Maybe you 5.0 guys can answer this for me.
Im looking for a 4 speed toploader with overdrive that was put into 79-83 mustangs.
"In passenger cars such as the Mustang and Capri from 1979 to 1983 the Toploader 4 speed was offered with an aluminum case and a single rail shift mechanism. Coded the SROD for Single Rail Over Drive. Tremac coded this the T170FS. These gears are not interchangable with the iron boxes because they changed the bore of the 3rd gear ID section. You can use the SROD cases and rails with an older style gearset and mainshaft but you cannot get your old speedometer gears to line up in the right place.
Ratio #1: 3.29 1st, 1.84 2nd, 1.00 3rd, 0.81 4th, and 3.29 Rev.
Ratio #2: 3.07 1st, 1.72 2nd, 1.00 3rd, 0.70 4th, and 3.07 Rev. "
I'm trying to figure out how to find out how to ID one of these guys with Ratio 2 in them. Anyone have a clue how I can figure this out?
"In passenger cars such as the Mustang and Capri from 1979 to 1983 the Toploader 4 speed was offered with an aluminum case and a single rail shift mechanism. Coded the SROD for Single Rail Over Drive. Tremac coded this the T170FS. These gears are not interchangable with the iron boxes because they changed the bore of the 3rd gear ID section. You can use the SROD cases and rails with an older style gearset and mainshaft but you cannot get your old speedometer gears to line up in the right place.
Ratio #1: 3.29 1st, 1.84 2nd, 1.00 3rd, 0.81 4th, and 3.29 Rev.
Ratio #2: 3.07 1st, 1.72 2nd, 1.00 3rd, 0.70 4th, and 3.07 Rev. "
I'm trying to figure out how to find out how to ID one of these guys with Ratio 2 in them. Anyone have a clue how I can figure this out?
03-23-2006, 04:59 PM
#3
Thread Starter
Join Date: Mar 2006
Location:
Posts: 38
RE: Maybe you 5.0 guys can answer this for me.
Im thinking of putting one in my 72. No racing, just street driving, its my daily driver and need better mileage cuz of the F@%#@@! gas prices, and a T5 is just annoying to drive in LA traffic.
03-23-2006, 10:27 PM
#7
Thread Starter
Join Date: Mar 2006
Location:
Posts: 38
RE: Maybe you 5.0 guys can answer this for me.
Is too. It's a three speed toploader with an overdrive gear added to it. The 3 and 4 gear forks are switched backwards. I got my info from toploaderheaven.com, you can contest that with him if you'd like.
03-23-2006, 10:35 PM
#8
Yukon Cornelius
Join Date: Oct 2005
Location: deep in the heart of dixie GEORGIA
Posts: 11,808
RE: Maybe you 5.0 guys can answer this for me.
ok? its might have gears that load from the top= toploader, but its weak u dont want it if u want a real durable toploader get one from a vintage ford!
03-23-2006, 10:40 PM
#9
Yukon Cornelius
Join Date: Oct 2005
Location: deep in the heart of dixie GEORGIA
Posts: 11,808
RE: Maybe you 5.0 guys can answer this for me.
The Ford Toploader Transmission was introduced in 1964 to replace the Borg Warner T-10. This is the super-tough transmission built by Ford Engineers to stand-up to just about anything demanded from it.
Internal parts of the toploader are assembled through the top of the case instead of through a side cover, thus the name "Toploader". This design is actually stronger than a 4-speed box with a side cover. The shifter rails are mounted in bosses that are cast into the box itself, leaving the only function for the top cover to keep the lube inside.
The toploader 4-speed transmission is of the fully synchronized type with all gears except the reverse sliding gear being in constant mesh. All forward-speed changes are accomplished with synchronizer sleeves instead of sliding gears. The synchronizers will enable quicker shifts, greatly reduce gear clash, and permit down-shifting into any forward-speed gear while the car is moving. All forward-speed gears in the transmission are helical-type, however, the reverse sliding gear & the exterior of the first & second-speed synchronizer sleeve are spur-type gears.
In first-speed, the first & second-speed synchronizer sleeve is moved rearward by the shift fork. The sleeve engages the first-speed blocking ring, which acts as a cone clutch applied to the free-wheeling first-speed gear. This action speeds up or slows down the first-speed gear to match the speed of the output shaft. Further movement of the sleeve locks the first & second speed synchronizer hub to the first-speed gear by means of internal splines. On engagement of the clutch, power flows through the input shaft & gear to the meshed countergear and thence to the first-speed gear. This gear transmits the power through the locked synchronizer hub to the transmission output shaft. All the other forward-speed gears are in idler-motion, as they are all driven by the countergear (cluster) gear, but they do not transmit power because they are not locked to the output shaft. All the forward-speed shifts are made in the same manner as the first-speed shift, due to the constant mesh features.
The toploader was used in production from 1964 to 1973 in almost every model Ford car and a few foreign cars.
A 1 1/16" input shaft was used in motors from the 200 c.i. to the 390 c.i. while the 427, 428 and 429 used a large 1 3/8" input shaft. The 427, 428 and 429 were available only with close ratio gears. While the 1 1/16" input transmissions are available in both close and wide gear ratios.
The gear box was built in 3 case lengths. The 1964-65 Fairlane, T.V.R., Griffith, and Sunbeam Tiger case is 25 1/2" long. The AC Cobra with 427 & 428, all Mustangs, Falcons, Mavericks, Cougars, 66-67 Fairlanes & Comets use 24" transmissions, while all full size cars & the 428, 429 Cyclone & Torino use the 27" box. The 1964 toploader used a small 4 hole maincase with the small O.D. bearing retainer. All 1965-73 cases were wide 8 hole cases with the large O.D. bearing retainer.
In 1964 and early 65 a few transmissions used a 25 spline output shaft which proved to be defective. These were quickly dropped from production. Normally all motors 200 c.i. - 390 c.i. use the 28 spline output shaft. All 427, 428 & 429 motors use the 31 spline output shaft. There are a few exceptions to the above information. The toploader was produced in 133 models.
Internal parts of the toploader are assembled through the top of the case instead of through a side cover, thus the name "Toploader". This design is actually stronger than a 4-speed box with a side cover. The shifter rails are mounted in bosses that are cast into the box itself, leaving the only function for the top cover to keep the lube inside.
The toploader 4-speed transmission is of the fully synchronized type with all gears except the reverse sliding gear being in constant mesh. All forward-speed changes are accomplished with synchronizer sleeves instead of sliding gears. The synchronizers will enable quicker shifts, greatly reduce gear clash, and permit down-shifting into any forward-speed gear while the car is moving. All forward-speed gears in the transmission are helical-type, however, the reverse sliding gear & the exterior of the first & second-speed synchronizer sleeve are spur-type gears.
In first-speed, the first & second-speed synchronizer sleeve is moved rearward by the shift fork. The sleeve engages the first-speed blocking ring, which acts as a cone clutch applied to the free-wheeling first-speed gear. This action speeds up or slows down the first-speed gear to match the speed of the output shaft. Further movement of the sleeve locks the first & second speed synchronizer hub to the first-speed gear by means of internal splines. On engagement of the clutch, power flows through the input shaft & gear to the meshed countergear and thence to the first-speed gear. This gear transmits the power through the locked synchronizer hub to the transmission output shaft. All the other forward-speed gears are in idler-motion, as they are all driven by the countergear (cluster) gear, but they do not transmit power because they are not locked to the output shaft. All the forward-speed shifts are made in the same manner as the first-speed shift, due to the constant mesh features.
The toploader was used in production from 1964 to 1973 in almost every model Ford car and a few foreign cars.
A 1 1/16" input shaft was used in motors from the 200 c.i. to the 390 c.i. while the 427, 428 and 429 used a large 1 3/8" input shaft. The 427, 428 and 429 were available only with close ratio gears. While the 1 1/16" input transmissions are available in both close and wide gear ratios.
The gear box was built in 3 case lengths. The 1964-65 Fairlane, T.V.R., Griffith, and Sunbeam Tiger case is 25 1/2" long. The AC Cobra with 427 & 428, all Mustangs, Falcons, Mavericks, Cougars, 66-67 Fairlanes & Comets use 24" transmissions, while all full size cars & the 428, 429 Cyclone & Torino use the 27" box. The 1964 toploader used a small 4 hole maincase with the small O.D. bearing retainer. All 1965-73 cases were wide 8 hole cases with the large O.D. bearing retainer.
In 1964 and early 65 a few transmissions used a 25 spline output shaft which proved to be defective. These were quickly dropped from production. Normally all motors 200 c.i. - 390 c.i. use the 28 spline output shaft. All 427, 428 & 429 motors use the 31 spline output shaft. There are a few exceptions to the above information. The toploader was produced in 133 models.
03-23-2006, 10:51 PM
#10
Thread Starter
Join Date: Mar 2006
Location:
Posts: 38
RE: Maybe you 5.0 guys can answer this for me.
one, your missing the point. im trying to get overdrive, not a 4 speed gas churner. two, its not for performance, and the only thing that is weak about it is the overdrive gear, but that problem was solved with synthetic fluids. its actually stronger than a T5, and actually, a transmission is only as strong as its user. if you beat it up, it will be weak, if you take good care of it, it will do its job fine. i seriously didn't ask for opinions on what to get, just a way to find out whats what as im searching in the junkyard, i know what im doing as to what i want to use in my car. thanks a bunch.