Over-drive manual conversion fe ford

[internal_demise]

Anybody know of an overdrive manual that will fit a fe 4spd manual bell housing.. Or one that they make an adapter for.. Thanks

[tnlprt]

https://www.google.com/search?q=fe+bell ... channel=sb

[HIO Silver]

Sure... do. Pics below. It's a TKO-500 5-speed mated to a 360FE and stock bellhousing.

An aftermarket bellhousing IS NOT required IF the TKO transmission is spec'ed with a short input shaft. An adapter plate to accommodate a standard shaft TKO can be used but it was only a $15 difference through Modern Driveline. And I don't plan to use the TKO for a GM anyway.

Here's a thread: http://www.fordmuscleforums.com/all-for ... trans.html

[V Majestyk]

T170f, '78-84 Ford truck. Toploader design 4speed OD. Used behind 6 bangers and 302 in 1/2 tons. I'm putting one between a 360fe and 3:73 rear gears in my 70 F250. Should hold up if I don't abuse it. They look just like a toploader with a bulge in the cast iron case for the OD gear. 3rd is 1:1,4th is .78. Bolts right up to my bellhousing but I will have to modify my driveshaft to fit the slip yoke. If you go this way,make SURE to get the shifter&linkage. It is special and hard to find. Trans tag is D8TRMAO-RUG CUGJ4 on mine. A smaller bearing,lighter duty version was used in Granada also.That one probably won't hold up for truck.

[V Majestyk]

T170f, '78-84 Ford truck. Toploader design 4speed OD. Used behind 6 bangers and 302 in 1/2 tons. I'm putting one between a 360fe and 3:73 rear gears in my 70 F250. Should hold up if I don't abuse it. They look just like a toploader with a bulge in the cast iron case for the OD gear. 3rd is 1:1,4th is .78. Bolts right up to my bellhousing but I will have to modify my driveshaft to fit the slip yoke. If you go this way,make SURE to get the shifter&linkage. It is special and hard to find. Trans tag is D8TRMAO-RUG CUGJ4 on mine. A smaller bearing,lighter duty version was used in Granada also.That one probably won't hold up for truck.

[Nitekruizer]

T170f, '78-84 Ford truck. Toploader design 4speed OD. Used behind 6 bangers and 302 in 1/2 tons. I'm putting one between a 360fe and 3:73 rear gears in my 70 F250. Should hold up if I don't abuse it. They look just like a toploader with a bulge in the cast iron case for the OD gear. 3rd is 1:1,4th is .78. Bolts right up to my bellhousing but I will have to modify my driveshaft to fit the slip yoke. If you go this way,make SURE to get the shifter&linkage. It is special and hard to find. Trans tag is D8TRMAO-RUG CUGJ4 on mine. A smaller bearing,lighter duty version was used in Granada also.That one probably won't hold up for truck.

I installed one of these in my truck, behind my 390, so, we shall see.

Supposedly, they are fairly strong in the first three gears, but not very strong in OD. A couple of guys on the 460 Ford Forum had good things to say about them. Another possible downside is that they have very wide ratios, 3.29:1, 1.87:1, 1:1 and .76:1 OD.

I don't plan on abusing it, just cruisin' and some light duty hauling.

Just make sure that you don't get one with an aluminum case (known as an SROD). The aluminum ones are weak.


P.S. In the "Bumpside Buildoff" magazine shootout that ran in Classic Trucks and Custom Classic Trucks a few years back, one of their project trucks used one of the cast iron Overdrive Toploaders. I wanted to see how that competition turned out, but they never finished their trucks.

[JG F100]

I have an overdrive behind my 360FE, if I remember correctly when I looked up the casting numbers it was from early 80s F150, maybe 1984. Its great with my 3:73s, I do take it easy as I had a hell of a hard time finding the stock shifter. Not very many out there.

[two-bit]

I went heavy duty for the OD option with my FE.
264VO Clark. 5spd w/O.D. Its a lot of parts collecting and floor pan fab to fit it all.
My truck is a work horse, not a cruiser/driver. Its a beast to shift.
I won't get much in mileage, just rpm drop at higher speeds for my 390.

Truck isn't done. When i have time..i have no money. When i have money...i have no time !

Two-bit

[Canonman67]

I'm going to use a NV4500 behind the 390 in my '70. It does require an adapter but that was only a couple of hundred. It bolts to the bellhousing and uses the stock linkage.

[motzingg]

Nv4500, now that's a good idea, wouldn't have thought of that.

Is it more or less just an adapter plate that sandwiches between the bellhousing and the trans? The shaft and clutch disc splines are all hunky-dory?

[Canonman67]

I got the idea from an article on FTE. I'd post a link but I'm not sure if that would be okay. You can find the article by Googling NV4500 1967 Ford pickup . But yeah it's just an adapter plate between the trans and bell housing. Here's mine.
It's almost too pretty to hide under the truck at this stage.

You can find the adapter here. http://www.advanceadapters.com/products ... plate-kit/
WOW, that's gone up almost $100 since I bought mine, OUCH!! I know it says it's for a 302 but as long as your bell housing has the right bolt pattern and depth it'll work. The big attraction for me is I only have to modify the rear mount since the clutch linkage stays the same. While the adapter calls for a Dodge trans. you can use the later model GM version if you change the input shaft. Everyone wants the Dodge version so they're kinda pricey on the used market, the Gm version isn't as bad pricewise but you have to factor in the price of the input shaft, bearing retainer, etc when deciding if it's worth it or not. I'm all in on mine buying a used GM trans, and all new parts for the conversion at about $900.
I'm planning on hanging mine next week and my big question since the GM trans almost the same length as the T-18 I took out is how much will I have to modify the driveshaft.

Here's the second page of my build thread, http://www.fordification.com/forum/view ... 8&start=15 if you scroll down to the bottom you can see a couple of pictures of the trans opened up and the two different input shafts.

[motzingg]

WOW, that's gone up almost $100 since I bought mine, OUCH!!

Didn't you hear, the recession is over and we're all getting paid twice what we were a few years ago


I've had good luck buying stuff like that from the U-pull it yards that are flat-rate. Trans like that will cost 150 and a trans out of a '93 toyota camry costs 150. Works well if you're buying the 2000 dollar truck trans, kinda sucks when you need the $75 econobox trans.

[Canonman67]

Really? Someone needs to tell my boss than, cause it hasn't trickled down to me.
I haunted the yards for months but here in California it seems no one knows how to drive a stick. All the ones on Craigslist were gold plated so I ended up getting it off EBay from a yard in New Hampshire.

[Hommer]

I use a zf 42 on my 390, I made my adapter here how it went. Long story, I will try to make short the zf was giving to me by my brother, who had bought it for 85 f150 that had the smaller version 5speed. He install it in his truck with a unbalance driveshaft. It broke one of the cross member mounting ears & broke the belhouseing into three places. Having just bought a 70 f250 390 four speed with 3.73 gears I was looking for a overdrive.After eyeballing the zf for awhile i decided to make a adapter for it. I notice how far out the input shaft stuck out because of the the slave cly. This is where the interesting part comes in.After pulling the tape a few times I saw if I cut back what was left of the busted bell I could bolt my 390 bell to with a alum. plate @ still have enough for the clutch @ pilot bearing. Now comes the easy part fitting the plate.First I pour casting solution in the bell so I could get the slope of the bell, it broke when I took it out so back to the drawing board.Then I use a 3/4 plywood & shape it to the inside of the bell. Made sure it was a good fit,then took plywood to machine shop & got a 1" alum plate & cut it like the plywood .Check fit again ,my tape said a 1/4" would be left on outside of bell @ the rest inside of the bell,square it, drill & tap 4 1/4 " bolts holes in the outer edge of bell to hold plate in place then took trans to tig man. Now as far as release bearing that was not as hard as you might think, the slave cly. Use two mm bolts to hold it in.The old 3 speed trans uses 4 to hold the bearing retainer on.Since I am trying to hold any 90 wt. in I just dril two more in the plate. That gives you the slide tube for the release bearing. The zf is rebuilt from the back to the front so I don't think the plate is in the way but just in case I drill a plug in the plate for I think is a idle shaft bearing. I use mech. linkage for the clutch I believe I can run any bell on I want to because I think the depth of the bell determine how much input shaft sticks out past the bell. Been running the zf for about 6or7 years now no problems.the trans was a used trans it needed a rebuild befor i did this, first gear scrape sometimes. The zf is a small input shaft trans the 390 has not broke it yet (406 cast iron headers 4 degree advance gear, edelbrock intake& 750 cfm. flowmaster 50 series ). Runs good sounds good. Well that's about it. Money wise , new clutch component, alum. plate machine work, tig work,driveshaft work about a 1000.00$ remember the trans was giving to me.

[carnuck]

I got the idea from an article on FTE. I'd post a link but I'm not sure if that would be okay. You can find the article by Googling NV4500 1967 Ford pickup . But yeah it's just an adapter plate between the trans and bell housing. Here's mine.
It's almost too pretty to hide under the truck at this stage.

You can find the adapter here. http://www.advanceadapters.com/products ... plate-kit/
WOW, that's gone up almost $100 since I bought mine, OUCH!! I know it says it's for a 302 but as long as your bell housing has the right bolt pattern and depth it'll work. The big attraction for me is I only have to modify the rear mount since the clutch linkage stays the same. While the adapter calls for a Dodge trans. you can use the later model GM version if you change the input shaft. Everyone wants the Dodge version so they're kinda pricey on the used market, the Gm version isn't as bad pricewise but you have to factor in the price of the input shaft, bearing retainer, etc when deciding if it's worth it or not. I'm all in on mine buying a used GM trans, and all new parts for the conversion at about $900.
I'm planning on hanging mine next week and my big question since the GM trans almost the same length as the T-18 I took out is how much will I have to modify the driveshaft.

Here's the second page of my build thread, http://www.fordification.com/forum/view ... 8&start=15 if you scroll down to the bottom you can see a couple of pictures of the trans opened up and the two different input shafts.

I bought one like that back around '98 when I scored a 4 speed T150A top loader 3 speed (like the 3.03 with overdrive in place of non-synchro first). Sort of like the Chrysler A833 used in Aspen wagons that were supposed to go to Iran during Jimmy Carter's run but were held back during the fall of the Shah.

Blew more than a few minds when I had it on my column 3 speed shifter and used the under dash e brake handle for reverse. I used a kick panel mounted footpedal ebrake.