Hello All, Long time viewer, first time posting. I am swapping out my original 1960 3 speed transmission and replacing it with a 1965 3 speed trans with a 28 spline. I am considering going to a salvage yard to pick up one instead of ordering a new one. The original was 13 spline (I think - its at home). Is there any major difference between yokes made for trucks and cars? I have noticed that a lot of Mustangs use a 28 spine yoke in their drivetrain. Can I use a 28 spine yoke made for a Mustang on my 1960 F100 SWB truck? What issues can I expect?

 

Welcome to the site.

Can’t think of any reason why the car one would not work just fine as long as the OD where it goes into the seal is the same. The other consideration is that the u joint size could be different from car to truck (and car to car) which leads to u joint swapping around, (combination joints) not that hard, but over the head of most of the children with attitude working in the parts stores these days.

 

Welcome to FTE

Have you taken into consideration that the driveshaft will have to be modified to make this swap?

I doubt you will be able to use your present SWB one piece driveshaft w/a 3.03 3 speed manual all syncro trans which was not available until 1963, as the output shaft/extension housing will be a different length.

What is the 3.03 trans from? The car output shafts/extension housings are not the same as any truck. The way the transmission rubber insulator attaches, is also different.

1957/60 F100's u-joints have cups that are size 1260, while most 3.03 slip yokes are either 1310's or 1330's.

So-called Mustang slip yokes: There are several different 28 spline types. Some were only used with the 2.77 non syncro 1st gear trans in I-6's. These will not work as the diameter is smaller as is the u-joint size (1100).

 

I could be wrong but a big consideration when going from truck to car is the length of the input shaft. I know that is the problem I have had with getting a OD. 3 speed for my truck.

 

3.03 all syncro 3 speed manual trans, for examples:

1963/72 F100 & Econoline: There are SEVEN different length input shafts.

1963/72 Passenger Cars: There are EIGHT different length input shafts.

This trans was used 1963/80 in Passenger Cars, 1963/86 in F Series trucks, Econolines and 1966/77 Bronco's....all with myriad engine sizes, myriad input shafts, extension housings and output shafts.

One cannot just acquire one a these and expect it will work in a 1962 or older vehicle...cuz it prolly won't...without making myriad changes to the trans, driveshaft, and how it mounts in the vehicle.

 

Thanks to everyone for their feedback. First let me explain why I am swapping out the trans - The guy I bought the truck from had severly modified the Trans to make the driveshaft they had on hand work. My trans guy said it looked like they grinded down the output shaft instead of cutting the driveshaft down.

None of this was known to me when I was doing about 65 on the Highway and heard a big bang. I looked up into my rearview just in time to see my drive shaft shoot out the back of my truck. It snapped my output shaft, snapped my rear U-Joint, and bent the drive shaft. I also missed hitting a semi by inches. So I understand having a new driveshaft cut and balanced is unavoidable.

My trans guy told me that to rebuild the 1960 Trans I need a new output shaft, input shaft, main gear, gaskets and rear main seal. I was able to locate some of the new/old parts on ebay, but I also found a deal on a Trans came out of a 1965 Ford Unibody LWB with three on the tree for $150.00. Since I had to have a new drive shaft cut anyways, I found it cheaper to replace the trans than to rebuild it. Although I am keeping it to do just that.

 

Thanks for the new enlightening information which is probably what your bowels wanted to do when the drive shaft let loose at highway speed.

In this circumstance I would guess the length of the trans output (input) shaft is not all that critical, huh?

 

NumberDummy, My old man always bought stick-shift Fords and none of them, up to and including his '67 Country Squire w/OD, were synchro 1st. Are you sure your description of them as "all-synchro" is correct?

 

From the Ford 3.03 Three Speed Repair Manual:
"This transmission is of the fully synchronized type, with all gears except
the reverse gear and sleeve being in constant mesh. All forwardspeed
changes are accomplished with synchronizer sleeves (Fig. 2) instead of sliding gears"

 

Ross, mi amigo...doncha think that someone who was a Ford partsman for 35 years would be know what the heck he's a talkin' about?

I'm absolutely 100% correctamundo. Look in any 1963 thru 1980 Ford Passenger Car or 1963/86 Ford Truck Parts Catalog in the Text or Illustration sections for descriptions, part numbers.

The Ford type 3.03 3 speed manual all syncromesh trans was standard equipment in, for examples: 1963/83 F100's, 1975/86 F150's, 1966/77 Bronco's, 1965/79 Econolines, 1963/72 Galaxie/LTD's, and various years of V8 Falcons/Mustangs/Fairlanes/Comets/Montego's/Torino's/Maverick's/Granada's, w/200 & 250 I-6's in the same vehicles.

The various 3 speed manual trans' w/overdrive were an optional accessory. Ford offered 3 speed manual w/O/D in 1942/48 Lincoln-Zephyr's & Continental's, 1949/67 myriad passenger cars, 1953/71 F100's, and...

The Columbia 2 speed rear axle was an option in 1936/48 Ford & 1939/48 Mercury passenger cars, 1936/41 Lincoln-Zephyr's & Continental's.

btw: Not that anyone here gives a hoot, but...the first Columbia 2 speed rear axle was installed in the 1935 Auburn, cuz E. L. (Errat Loban) Cord once owned Auburn-Cord-Duesenberg, Lycoming and Columbia.

 

It is pure entertainment for me to read these posts. I reminds me of sitting in my step-dads garage as a kid and listening to him and his friends argue about whats what, whats best, and what works.

If it helps the sub-discussion, here is a pic of the 1965 3 Speed. All I have done is clean and paint it (I chose black based on some advice that made sense I got from here)



Also, Performance wise, can anyone tell me if there are any advantages/disadvantages with using the 1965 Trans instead of the 1960?

 

Your 3.03 all syncro trans may have come from a 1965 something, but it didn't come from any 1965 Unibody, cuz there's no such thing.

Ford discontinued the Unibody midyear 1963.

btw: People can argue with me all they want to...and I love to argue...I shoulda been a lawyer. But...if they have no Ford parts catalogs, no Ford shop manuals, no Ford parts experience, most usually lose the arguments!

 

As usual you are right - I called the guy I bought it from. It was a 1963.

 

I still have to deal with Ford partsmen every now and then - and I usuall end up leaning over the counter to show them where to look. Now Ford mechanics, thats another deal - they usuall can get the hood open-------

 

I guar-an-tee you one thing...if you had faced me at a Ford parts counter, if anyone had to lean over the counter to get their point across...it would be me!

No brag, just the facts: It'll be a cold day in hell when an FTE member has to show/tell me where to look in a Ford parts catalog, regardless of what year/model the rolling pile of miseries is.