Newbie here, 48 F-1
#16
12-12-2014, 11:00 AM
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#17
12-12-2014, 12:16 PM
Fleet Owner
Just to be clear, the newer wheels are a plus in most respects. They are welded instead of riveted, have modern "safety beads" and are for tubeless tires. Radials no problem. Just can't run original style hubcaps.
#20
12-12-2014, 01:36 PM
Yes you are right about the wheels, they are newer. When it comes to old cars however I like original equipment, I just think newer wheels look wrong. I have been into old fords for the last 10-15 years. I do understand that I need the correct driveshaft for the swap. Is the trans mount the same?
My plan is to re-wire the complete truck with the correct harnesses, replace the wood in the bed as the original metal floor was taken out. Rebuild eveything, heater,wipers, etc. I want to make it a sound dependable daily driver but I want to keep it in it's original condition.
My plan is to re-wire the complete truck with the correct harnesses, replace the wood in the bed as the original metal floor was taken out. Rebuild eveything, heater,wipers, etc. I want to make it a sound dependable daily driver but I want to keep it in it's original condition.
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12-12-2014, 05:12 PM
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12-13-2014, 10:05 AM
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12-13-2014, 11:05 AM
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12-13-2014, 05:19 PM
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#27
12-13-2014, 06:29 PM
You have several options for a transmission. A 303 Ford F-100 3 speed "toploader" 1964-mid 70s is a fully synchronized transmission that's bullet proof, especially 65 and up. This short truck transmission is identical in size and shape to the F-1 3spd.
Since you have a 4 speed you may already have some parts that you can use with the later Ford toploader 3 speed. Some of the HD transmissions had a special adapter. There was the regular bell housing engine adapter, then there was a round front, flat back adapter between the bell housing and transmission. This may have been for the HD 4 speed and lager transmissions. Through that transmission adapter is the throw out bearing and clutch rod. The regular LD transmissions just used the one adapter instead of two, the throw out and clutch rod went directly into the front of the transmission housing.
This transmission adapter is also produced new. Basically that adapter allows you to bolt a later model transmission to the flathead and you can still use the original clutch linkage. Jeep used the Ford 303 design in mid 70s Jeep CJ 5s and 7s.
So with the clutch adapter mentioned, original or repro, you can bolt the 60s Toploader 3 speed to the flathead. The 70s Jeep CJ transmission shift tower and forks will fit on top of the toplader, as they are the same transmission. The shift tower will go through the same hole as the original F-1 3 or 4 speed. The only modifications will be removing the side shift forks out of the Toploader, and tweaking the transmission mount. Some say you have to slightly grind the input shaft at the pilot bearing for the correct length. The 64 transmission used the same heavy spline as the F-1 so for that one no driveshaft modification is necessary but the 64 has no rear mount so one will have to be fabricated.
I know that was technical and long, you can use a later manual in your truck and it still look original. BTW this will also work for the toploader 4 speed as Jeep used the 4 speed design too. Some old hot rodders even used the old original shift tops on 60s top loaders but that requires cutting and welding up the forks and custom adapting the plate to fit the top of the 60s transmission.
BTW That original spur speed could be a blast to drive once you get the hang of it. Lots of double clutching, it's a different type of driving that can be fun.
Since you have a 4 speed you may already have some parts that you can use with the later Ford toploader 3 speed. Some of the HD transmissions had a special adapter. There was the regular bell housing engine adapter, then there was a round front, flat back adapter between the bell housing and transmission. This may have been for the HD 4 speed and lager transmissions. Through that transmission adapter is the throw out bearing and clutch rod. The regular LD transmissions just used the one adapter instead of two, the throw out and clutch rod went directly into the front of the transmission housing.
This transmission adapter is also produced new. Basically that adapter allows you to bolt a later model transmission to the flathead and you can still use the original clutch linkage. Jeep used the Ford 303 design in mid 70s Jeep CJ 5s and 7s.
So with the clutch adapter mentioned, original or repro, you can bolt the 60s Toploader 3 speed to the flathead. The 70s Jeep CJ transmission shift tower and forks will fit on top of the toplader, as they are the same transmission. The shift tower will go through the same hole as the original F-1 3 or 4 speed. The only modifications will be removing the side shift forks out of the Toploader, and tweaking the transmission mount. Some say you have to slightly grind the input shaft at the pilot bearing for the correct length. The 64 transmission used the same heavy spline as the F-1 so for that one no driveshaft modification is necessary but the 64 has no rear mount so one will have to be fabricated.
I know that was technical and long, you can use a later manual in your truck and it still look original. BTW this will also work for the toploader 4 speed as Jeep used the 4 speed design too. Some old hot rodders even used the old original shift tops on 60s top loaders but that requires cutting and welding up the forks and custom adapting the plate to fit the top of the 60s transmission.
BTW That original spur speed could be a blast to drive once you get the hang of it. Lots of double clutching, it's a different type of driving that can be fun.
