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I’ve received a lot of helpful answers to numerous questions since I joined FTE. Now I want to post some pictures and information about my recent swap from a column shifted 3 speed to a Tremec TKO 500, 5 speed. The truck is a 1974 short bed, 2WD, with a 1971 351 Windsor. Many thanks to member Hio Silver for his tips on this conversion. I know a lot of people think this swap is too expensive, but I have to say, it was worth it to me. The truck is so much more fun to drive, especially on the highway. And it shifts like a modern vehicle. I ordered the “perfect fit kit” from Silver Sport Transmission (SST), and received a $250, 4th of July discount. (SST periodically runs sales.) As suggested by Hio Silver, I ordered the transmission with a Ford input shaft so that I did not need to use an adapter plate. The cost of the Ford input shaft was a little more than the cost of the adapter plate, but the installation is much cleaner. The transmission bolted directly to my stock bell house, so I was able to keep the factory clutch linkage. In the pictures, notice that the transmission is the same length as the 3 speed, so I was even able to use my stock driveshaft. (My short bed truck has a 1 piece driveshaft.) I only had to change to the larger yoke that came in the kit. On the steering column, I cut off and filled the hole for the column shifter. I also removed the shift linkage from the bottom of the column, so it looks pretty clean. The shift handle that came with the kit didn’t completely clear the bench seat, so I got a Hurst “candy cane” shifter as suggested by Hio Silver. The kit included a speedometer cable and a harness for the back-up lights, so that all still works. I couldn’t be happier with this upgrade.
The kit 3 speed compared to 5 speed candy cane shifter and filled shift column installed
You left out one of the most important things.... What did it cost?
Were you able to reuse the old clutch, or did you upgrade while you were there?
What are the transmission ratios, & what is your rear ratio?
Beautiful truck!!!!
I installed a 5 speed in my 1970 AMC Rebel, it is the best modification I have ever made! A modern transmission makes any vehicle so much nicer to drive.
AMC Rebel with a 5 speed … that’s awesome. I love all the underdog stuff. I’m guessing that is one of a kind, especially with a 5 speed.
The cost … gulp, I’ve been trying to forget about that part . The actual transmission was $2595. The kit as seen in the picture was $3196 delivered to my door, with a $250 July Freedom discount. The other main cost was $319 for (short input shaft – allows use of factory Ford 3 or 4 speed style bellhousing and OE 10 spline clutch – installed before shipping). IMO, the short input shaft was worth the extra money. Otherwise I would have to buy a spacer plate (around $100+) to fit the stock bell housing. The rest of the stuff in the kit, I would have had to buy anyways. It included niceties like hardware/fasteners, driveshaft yoke, Timken roller pilot bearing, cross member mount, correct speedo gear and cable, back up light harness, shifter handle and ****, and Tremec brand gear oil. It was literally a complete bolt-in package.
I considered the other options being the ZF transmission and the Mazda transmission. They each have their drawbacks, so I convinced myself that I “needed” a brand new, modern transmission. And it has a 3 year warrant to boot.
The clutch - I could have reused the old clutch … the previous owner installed a new clutch, but it started chattering badly in the 9k miles that I’ve driven the truck. I initially assumed the clutch was contaminated by a rear main seal leak, but was confused because the truck did not leave a puddle. When I got it apart, it was clear that oil was leaking past 3 of the flywheel bolts, which were very wet with oil. A little research showed that the flywheel bolts on Windsor motors can extend into the crankcase. This was news to me. I had the flywheel resurfaced and used thread sealer on the bolts. So far the clutch is very smooth.
Gearing – The new transmission ratios are 3.27, 1.98, 1.34, 1.0 and .68. My truck has a relatively tall 3.25 rear. I received comments that my rear end was too tall for the Tremec ratios, but I’ve found it to be perfect. The original transmission had a 2.99 first gear ratio, so the new 3.27 first gear is much better. I wasn’t looking to build a tow truck, but would like to have some towing capability. I mostly wanted to have a truck that could keep up with crazy traffic in the Northern Virginia/DC traffic. I can now cruise comfortably at 75+ … seriously. The engine is a stock 351W, 2bbl, so I’m hoping that I might even get some decent gas mileage … I know that is blasphemy in our hobby.
Almost. I've used that name on just about everything for over twenty five years. It's the date I graduated Ranger school. Proudest day of my life at the time. The day I retired is the current one. LMAO!
I do really love your truck. I've got a Tremec T5 from a Mustang that was totaled before some goofball had a chance to ruin the transmission. That trans is just waiting for it's opportunity to snuggle up to a 302, 351, or 408.
AMC Rebel with a 5 speed … that’s awesome. I love all the underdog stuff. I’m guessing that is one of a kind, especially with a 5 speed.
The cost … gulp, I’ve been trying to forget about that part . The actual transmission was $2595. The kit as seen in the picture was $3196 delivered to my door, with a $250 July Freedom discount. The other main cost was $319 for (short input shaft – allows use of factory Ford 3 or 4 speed style bellhousing and OE 10 spline clutch – installed before shipping). IMO, the short input shaft was worth the extra money. Otherwise I would have to buy a spacer plate (around $100+) to fit the stock bell housing. The rest of the stuff in the kit, I would have had to buy anyways. It included niceties like hardware/fasteners, driveshaft yoke, Timken roller pilot bearing, cross member mount, correct speedo gear and cable, back up light harness, shifter handle and ****, and Tremec brand gear oil. It was literally a complete bolt-in package.
I considered the other options being the ZF transmission and the Mazda transmission. They each have their drawbacks, so I convinced myself that I “needed” a brand new, modern transmission. And it has a 3 year warrant to boot.
The clutch - I could have reused the old clutch … the previous owner installed a new clutch, but it started chattering badly in the 9k miles that I’ve driven the truck. I initially assumed the clutch was contaminated by a rear main seal leak, but was confused because the truck did not leave a puddle. When I got it apart, it was clear that oil was leaking past 3 of the flywheel bolts, which were very wet with oil. A little research showed that the flywheel bolts on Windsor motors can extend into the crankcase. This was news to me. I had the flywheel resurfaced and used thread sealer on the bolts. So far the clutch is very smooth.
Gearing – The new transmission ratios are 3.27, 1.98, 1.34, 1.0 and .68. My truck has a relatively tall 3.25 rear. I received comments that my rear end was too tall for the Tremec ratios, but I’ve found it to be perfect. The original transmission had a 2.99 first gear ratio, so the new 3.27 first gear is much better. I wasn’t looking to build a tow truck, but would like to have some towing capability. I mostly wanted to have a truck that could keep up with crazy traffic in the Northern Virginia/DC traffic. I can now cruise comfortably at 75+ … seriously. The engine is a stock 351W, 2bbl, so I’m hoping that I might even get some decent gas mileage … I know that is blasphemy in our hobby.
I also have a 1970 AMC Javelin with a 5 speed after Scott's information.
As for price other than laying it all out at once it's not bad.
I have $1000 just in rebuild parts then add the yoke, Ujoint, mount, shifter, clutch kit (stock one would not work) and the real hurt ... no warranty as I rebuilt it.
I also like to run the numbers on the ratios.
Your final with the TKO is 2.21 (3.25 x .68 = 2.21)
Your first gear was 9.73 it is now 10.63
And before any one says that 2.21 is too high, the 80's had a 2.47 rear gear with a 4 speed OD trany behind a 300 six from the factory.
Dave ----
Thanks Dave. I agree that the cost wasn't crazy, but it did hurt to lay out all the money at once. I like the way you presented the numbers on the ratios. It really does pull fine in 5th gear at highway speed.
Dan
'Glad to help out. Nice work on the swap and I think you did a very good job at researching your endeavor.
Though the shortened input shaft incurred a marginal cost, ya didn't have to get a custom driveshaft made to fit your rig. I encountered sort of the same situation... an NP-435 is a short tranny and the TKO is about the same length as a C6 so all I had to get was a two-piece driveshaft (actually only the intermediate shaft) from a long bed F-truck with a C6. Serendipity.
My rear gear is a 3.50 making the final drive a 2.38... I am planning to swap to a 3.90 gears for a 2.65 final drive which is way better in CA's foothills. If I lived in the flatlands of the mid-west then it would be fine.
Enjoy in good health and happy motoring with your five gears of Tremec goodness!
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. The actual transmission was $2595. The kit as seen in the picture was $3196 delivered to my door, with a $250 July Freedom discount. The other main cost was $319 for (short input shaft – allows use of factory Ford 3 or 4 speed style bellhousing and OE 10 spline clutch – installed before shipping). IMO, the short input shaft was worth the extra money. Otherwise I would have to buy a spacer plate (around $100+) to fit the stock bell housing. The rest of the stuff in the kit, I would have had to buy anyways. It included niceties like hardware/fasteners, driveshaft yoke, Timken roller pilot bearing, cross member mount, correct speedo gear and cable, back up light harness, shifter handle and ****, and Tremec brand gear oil. It was literally a complete bolt-in package.
