Transmission Options
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Transmission Options
I have a 1968 ford 250 camper special.
We're about to replace the 360 with a 390. Rear end is 4.10s
Transmission is a NP435 4 speed manual transmission.
I'm looking for options to improve some highway cruising and mid range towing.
I looked at the gear vendor add on which would be perfect if it didnt cost $3000.
Other options?
Rich
We're about to replace the 360 with a 390. Rear end is 4.10s
Transmission is a NP435 4 speed manual transmission.
I'm looking for options to improve some highway cruising and mid range towing.
I looked at the gear vendor add on which would be perfect if it didnt cost $3000.
Other options?
Rich
Fleet Owner
Joined: Dec 2009
Posts: 20,678
Likes: 82
From: NorCal
A Tremec TKO-500.. fifth gear is 0.68 and with your 4.11 rear gear would put the final drive ratio at 2.79... PERFECT for highway cruising.
I ordered my TKO from Modern Driveline and spec'ed a shortened Ford input shaft so no adapter plate was needed and it bolted straight to where the NP435 was. The stock linkage stays stock. The Tremec is about an inch longer than a C6. You'll need to move the trans crossmember back about one-inch and use the coupling shaft from a C6-equipped long bed.
In 2013, my total cost was $2800 which included a new clutch package, reverse pigtail, trans mount isolator, Hurst shift arm, white 5-speed shift ball, Hurst shift boot and bezel, pilot bushing... and like three bottles of Dexron III ATF.
A five-speed is waaay better than a GVO unit behind a manual transmission. No buttons to engage or disengage.... Just shift and drive like normal.
For more info, read through my 70's build thread linked in my signature.
Oh... welcome to FTE.
.
I ordered my TKO from Modern Driveline and spec'ed a shortened Ford input shaft so no adapter plate was needed and it bolted straight to where the NP435 was. The stock linkage stays stock. The Tremec is about an inch longer than a C6. You'll need to move the trans crossmember back about one-inch and use the coupling shaft from a C6-equipped long bed.
In 2013, my total cost was $2800 which included a new clutch package, reverse pigtail, trans mount isolator, Hurst shift arm, white 5-speed shift ball, Hurst shift boot and bezel, pilot bushing... and like three bottles of Dexron III ATF.
A five-speed is waaay better than a GVO unit behind a manual transmission. No buttons to engage or disengage.... Just shift and drive like normal.
For more info, read through my 70's build thread linked in my signature.
Oh... welcome to FTE.
.
Senior User
Joined: Dec 2007
Posts: 178
Likes: 0
A Tremec TKO-500.. fifth gear is 0.68 and with your 4.11 rear gear would put the final drive ratio at 2.79... PERFECT for highway cruising.
I ordered my TKO from Modern Driveline and spec'ed a shortened Ford input shaft so no adapter plate was needed and it bolted straight to where the NP435 was. The stock linkage stays stock. The Tremec is about an inch longer than a C6. You'll need to move the trans crossmember back about one-inch and use the coupling shaft from a C6-equipped long bed.
In 2013, my total cost was $2800 which included a new clutch package, reverse pigtail, trans mount isolator, Hurst shift arm, white 5-speed shift ball, Hurst shift boot and bezel, pilot bushing... and like three bottles of Dexron III ATF.
A five-speed is waaay better than a GVO unit behind a manual transmission. No buttons to engage or disengage.... Just shift and drive like normal.
For more info, read through my 70's build thread linked in my signature.
Oh... welcome to FTE.
.
I ordered my TKO from Modern Driveline and spec'ed a shortened Ford input shaft so no adapter plate was needed and it bolted straight to where the NP435 was. The stock linkage stays stock. The Tremec is about an inch longer than a C6. You'll need to move the trans crossmember back about one-inch and use the coupling shaft from a C6-equipped long bed.
In 2013, my total cost was $2800 which included a new clutch package, reverse pigtail, trans mount isolator, Hurst shift arm, white 5-speed shift ball, Hurst shift boot and bezel, pilot bushing... and like three bottles of Dexron III ATF.
A five-speed is waaay better than a GVO unit behind a manual transmission. No buttons to engage or disengage.... Just shift and drive like normal.
For more info, read through my 70's build thread linked in my signature.
Oh... welcome to FTE.
.
Did you have any clearance issues with Tremec? How would it be for occasional towing?
Lead Driver
Joined: Jul 2011
Posts: 8,679
Likes: 191
From: On the Edge of the Desert
Biggest Problem is your FE engine. Transmission options are very limited.
Hio silvers recommendation of the TKO-500 is probably the best option for you.
The way many of us say it is, you can either spend money on a transmission, or spend money on an adapter kit. Either way, you're not getting out of the spending money part...
Hio silvers recommendation of the TKO-500 is probably the best option for you.
The way many of us say it is, you can either spend money on a transmission, or spend money on an adapter kit. Either way, you're not getting out of the spending money part...
Fleet Owner
Joined: Dec 2009
Posts: 20,678
Likes: 82
From: NorCal
Was yours originally a manual truck, I have a 69 with a 460 and a c6 and was thinking of swapping in a ZF but am wondering about the trans tunnel. Body work is far from my strong suit.
Did you have any clearance issues with Tremec? How would it be for occasional towing?
Did you have any clearance issues with Tremec? How would it be for occasional towing?
I don't tow with my 70... but a 3.27 first gear and a 3.89 or 4.11rear gear is what you'll want to get the RPM in the sweet spots.
Lead Driver
Joined: Jul 2011
Posts: 8,679
Likes: 191
From: On the Edge of the Desert
I tow fairly heavy (4,000lbs+) fairly often (several times a month) and I can say that the 4.11 diff gears are the best towing modification ive done to the truck.
I have a 2.40 first gear ratio( automatic) and it could definitely be lower. So a 3.27 in the TKO should be pretty darn good. Low enough to get going, but high enough to be useable.
I have a 2.40 first gear ratio( automatic) and it could definitely be lower. So a 3.27 in the TKO should be pretty darn good. Low enough to get going, but high enough to be useable.
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I think my rear end is a 3.63.
Logistics Pro
Joined: Feb 2011
Posts: 3,522
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From: Townsend, MT
I doubt it is 3.63 but should be close (3.54ish maybe?).
I prefer to gear my rear end to where I want my overall ratio and then gear the tranny/t-case down for whatever first gear ratio I want. That way you don't have to have the parasitic loss from O/D.
I prefer to gear my rear end to where I want my overall ratio and then gear the tranny/t-case down for whatever first gear ratio I want. That way you don't have to have the parasitic loss from O/D.
Lead Driver
Joined: Jul 2011
Posts: 8,679
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From: On the Edge of the Desert
Originally Posted by 1972RedNeck
I doubt it is 3.63 but should be close (3.54ish maybe?).
I prefer to gear my rear end to where I want my overall ratio and then gear the tranny/t-case down for whatever first gear ratio I want. That way you don't have to have the parasitic loss from O/D.
I prefer to gear my rear end to where I want my overall ratio and then gear the tranny/t-case down for whatever first gear ratio I want. That way you don't have to have the parasitic loss from O/D.
3:1 is 3:1 no matter how you get there....
Logistics Pro
Joined: Feb 2011
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From: Townsend, MT
Overdrive takes more power than a higher rear end gear. It's not much of a difference, but there is a difference.
Lead Driver
Joined: Jul 2011
Posts: 8,679
Likes: 191
From: On the Edge of the Desert
I understand what you're getting at though.
Yes, there is less torque coming off the tailshaft with an overdrive gear, but a lower gear takes less torque to produce the required wheel torque.
Lower transmission gear, more torque, higher axle gear, requires more torque....
You end up with the same thing in the end.
However, it has been my experience that a lower rear gear and higher trans gearing works better. I've had it both ways, and lower axle gears just work better for me. Even having a higher overall ratio....
Yes, there is less torque coming off the tailshaft with an overdrive gear, but a lower gear takes less torque to produce the required wheel torque.
Lower transmission gear, more torque, higher axle gear, requires more torque....
You end up with the same thing in the end.
However, it has been my experience that a lower rear gear and higher trans gearing works better. I've had it both ways, and lower axle gears just work better for me. Even having a higher overall ratio....