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Mr Rex

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  1. Mr Rex
    According to the information that Modern Drive Line posts on its webpage; 1352-0251 TREMEC T-5 WC Z-Spec 5-speed transmission with gear ratios 2.95, 1.94, 1.34, 1.0, 0.63 10 spline input, 28 spline output shafts Torque rated 330+ft/lbs World Class with Cobra pocketed input bearing Carbon fiber 1-4 synchro Rings 7-tooth speedometer gear drive To be honest, I am not sure what “Cobra pocket input bearing” truly means, but I suppose I will find out once the package arrives.
  2. Mr Rex
    I had to pull the transmission out of the truck this Spring after it began to howl in all the gears but 4th. I figured the bearings were shot, and I could fix it by replacing the bearings, bushings, and synchronizers. I must have watched twelve hours of videos on YouTube to get a sense of what was involved in the overhaul before I dropped the transmission, but eventually, I managed to extract it from the truck. That is when I realized that I had a 1958 SM420 transmission in there instead of the SM465 that I thought I had. Not only is the transmission twenty-three years older than the truck, but it is also older than I am. I'm not quite sure how I ended up with an SM420, because I thought it was taken from a 1970 GMC 3/4 ton when I bought it. But I suppose I can't complain, that transmission has worked for the past thirty-five years without much attention except to change the gear oil. When I opened the top cover, I realized that it was the gear teeth that were making the noise; they definitely display signs of wear. So rather than try to rebuild a 70-year-old transmission, I bit the bullet and ordered a T-5z transmission from Modern Drive Line, Caldwell, ID. Would there be any interest in a used SM420 transmission in this forum?
  3. Mr Rex
    Finally finished the rear axle overhaul. Definitely runs quieter without all the slop and backlash in the gears that had accumulated from 250K miles of hard driving. With the 3.73 gears it has significantly more zip than with the 3.08 setup. Torquing the pinion nut to sufficiently collapse the spacer about gave me a hernia. I must have applied 300 ft-lbs of torque on the pinion nut before achieving the 18 in-lbs of pinion bearing drag specified in the Yukon directions. It appears the collapsible spacer that Yukon offers with their locking differential case is significantly stiffer than the stock spacer. Someday I would like to understand the design concept behind using a collapsible spacer instead of just relying upon the differential housing to maintain the pinion bearing preload.
  4. Mr Rex
    Mr Rex changed their profile photo
  5. Mr Rex
    Thanks, Moses. i am considering a Tremec 5-speed GM TKX transmission rated for 600 ft-lb torque, max RPM 8000, max shift RPM 7500, 31 spline output, 26 spline input, with gear ratios of 2.87, 1.89, 1.28, 1.00, 0.68, respectively. This seems a little bit like overkill for my intended application, but I haven't really found a better alternative. I imagine that it will require installing a frame crossmember, even though the Muncie installation doesn't have one. I do like the idea of a 307 V-8 as a potential engine swap. V/R, Rex
  6. Mr Rex
    My truck is a long-wheel base, 2-wheel drive C-10. It started out its life serving as an errand and light utility truck for a gas station in Fayetteville, AR and I acquired it with around 70K miles on it. Right now, I have P235/75R15 Wranglers mounted on all four wheels, and probably would like to keep it that way. Given the cost of gasoline these days, I would like to maintain a relatively high level of fuel efficiency. At one time I could squeeze 19 mpg out it, but that was a long time ago. I may be mistaken regarding the source of the Muncie SM 465, since it was about 26-27 years ago when swapped out the original transmission and the cab to accommodate the Muncie compared to the smaller three-speed box. Can you recommend a manual or guide for overhauling the differential in that model truck?
  7. Mr Rex
    Moses; Thanks for the reply. I agree with the impracticality of trying to use an overdrive while running a 3.08 differential ratio. Originally, I had a 3.73 rear differential and a three-speed manual transmission in the truck. The low rear end did well around town but made that little 250 six-cylinder howl whenever I exceeded 60 miles an hour. I had hoped the Muncie 4-speed with its low first gear would compensate for the loss of power at low speeds while I ran the 3.08 differential, but it was too low for regular use and effectively I still had a 3-speed. It's certainly a rugged transmission, I pulled it out of a 1969 C-10 4X4 and it's never been rebuilt. But, as you noted, in addition to first gear being too low, it also requires a complete stop before shifting into that gear. Yesterday I ordered a Yukon locking differential and new 3.73 ring and pinion for rebuilding the rear axle. I realize this brings back the highway speed howling, which is why I asked the question earlier in this thread regarding a Tremec 5-speed transmission. However, it occurs to me that I may also need a new engine as well as a new transmission at some point in the future. I have already rebuilt the engine twice which has left me with .060" oversized cylinders, a .020' undersized crankshaft, and at least .050" off the head. So, perhaps a newer engine with an NV 4500 transmission will be the next upgrade. Its been a good truck for forty years, even though I am not sure how much of the original truck remains. Its not a toy or a trailer queen, I want to keep working it and maintaining it until I get too old to drive. My daughter plans on burying me in it, or at least that is what she says, but that seems like a waste of a perfectly good truck, particularly once I install the locking rear differential and a Tremec. V/R, Rex
  8. Mr Rex started following Tremec 5-speed Transmission Swap for 1971 C-10 Pickup
  9. Mr Rex
    Does anyone have experience replacing a Muncie SM465 transmission with a Tremec 5-speed in a 1971 C-10? Currently my truck has a 3.08 rear differential that I took out of a C-10 with an automatic transmission, which gives me the highway legs that I like but doesn't do so well around town or on dirt roads. I would like to have a wider range of gear selections than what the Muncie offers, which is why I am considering the Tremec. But it is pricey. Any thoughts on alternatives?
  10. Mr Rex
    I certainly appreciate the informative responses that you have offered, before posting here I did not realize how much there is to know about something as mundane as a transmission. Thanks again for your willingness to take the time and respond in such detail. Here are more specifications from this transmission based on the questions you asked earlier: 1. input /main to cluster gear ratio: 18:30. (Counting the cluster gear teeth was a little difficult since it is hidden below the input gear, but after several iterations of turning the input shaft and squinting at the gear teeth, I settled on 30.) 2. input shaft spline count: 23 (your hunch was correct.) 3. length of input shaft; 153 mm, or 6 inches. (I am unsure of the measuring points for this specification, so I attached a photograph) 4. Its definitely a Ford application, the little tag on the top of the transmission with the "303-D-1" also has a Ford symbol etched into it. 5. The casting number found on the left side of the case between the two shift lever shafts: A15-3 (see attached photograph) 6. for the sake of full disclosure, the 1st/reverse slider gear looks like it will need replacing. one side of the gear clearly shows that it had been slammed into gear before the vehicle was fully stopped. (see attached photograph) Please let me know if you have additional questions, and I thank you again for your interest in this.
  11. Mr Rex
    Thanks again for the history and background on the T-86 transmission. Back in the day I used to work in the oil fields of northern New Mexico, and learned to drive a tractor trailer with 18 forward speeds and no synchronization. Like you did with your '51 Ford F-3, I learned to instinctively listen to the engine rpm and match it to engine speed before shifting. The additional specifications that you listed are as follows. I am also attaching several additional photographs of the transmission. Input shaft: 24 splines, 0.675" pilot bearing nose diameter, 1.375" front bearing retainer collar diameter and its 6.50" long. The output shaft has 26 splines. The transmission without the input shaft is 24" long. Unfortunately, after closer inspection based on your comments, I noticed the 1st/reverse gear does have a few abused teeth on it.
  12. Mr Rex
    Thanks for the response, Moses, you made some useful suggestions. I will note those additional specifications you listed, and post them here in a follow on message this weekend. The rather elderly man who gave me the transmission, and has the unfinished '49 Ford, stated the transmission was originally for his restoration project, but he has lost interest in completing it. So I am assuming that it came from a Ford, although it was not ever installed in it. Once I have the input shaft size, spline count, and length, it will be easier to determine its origin.
  13. Mr Rex
    T86 F-1 Ford/Mercury 3-speed transmission with overdrive. $250 or best offer. This transmission was intended for a '49 Ford restoration project that was never completed. Its time for it to go; make me an offer. Located in Warrrenton, VA.
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