I won't do that again!!!

Ross, I looked a the case and it looks pretty good. I checked the transmission my neighbor gave me and that one has a different bearing setup. It has two cartridge type bearings like the one in the main shaft but they're a little shorter. I'll try to get it together tomorrow (Consulting the manual). The reason I'm not using the transmission my neighbor gave me is because it's just a pile of parts and missing some. I just need to get the truck rolling so I can make it to the Dells this month. I'll grab Stu's and take a look at it and through it in the truck. Even if I don't get it going I still have the F-2.

 

After all this I'm hoping mine isn't hurt too. But I'm not gonna do anything heroic with it. I'm just gonna pull it and take it with me to the Dells. That way you can lay the manual out next to you while you explore the insides of it. Hopefully all you'll need to do is a visual inspection, do a flush and fill, then install it.

And again. Am I right that you only need the tranny itself? Not the hogshead, pressure plate, and clutch. Stu

 

Stu, the three speed doesn't have a separate hogs head, if the one you have does then maybe it's the heavy 3 speed which would be great. I have a good pressure plate and clutch. When I got the chassis from the guy he said he went through everything and replaced or rebuilt anything that needed it. I was able to get the tranny out of the panel pretty easy just by removing, I think, eight bolts and it slipped off. The three speed is definitely lighter than a 4 speed.

I'm also hoping all yours need is a good cleaning and a fill up. Heck, you never know, I might have to do a tranny transplant right in the hotel parking lot.

 

I'm glad I asked. Please look at my pictures again. So you need the hogshead too, right? As I read Penn Dick's statement, mine is a light duty 3 speed. So if yours doesn't have a separate hogshead there must be different versions of light duty 3 speeds. The only 3HDs I've come across have been for my bigger models that have access plates for the mounting of a PTO. This one doesn't have a PTO blanking plate. Stu

 

 

I think you guys might just be talking past each other.

The light duty 3 spd has the back half of the bellhousing cast integral with the trans case.

The heavy duty 3 spd and 4 spd's have the back half of the bellhousing bolted to the front of the trans case.

Both use the front-half bellhousing ring. (ie. clutch cover, etc)

"Hogshead" is misleading in my opinion on truck trans because it's split in two halves and it's easy to misunderstand what the other guy is talking about.

 

Stu, I don't see a hogs head in your picture, are you referring to the piece between the engine and transmission? If so, I have that piece. The part I'm calling the "hogs head" is the part on the 4 speed trannies that is bolted to the main box of the transmission. This piece has the clutch release release mechanism. On the transmission you have this section is one with the transmission box. The drawing in the parts catalog is incorrect for the light duty transmission for '48-50. The drawing doesn't show the flared out part with the clutch release mechanism, just the main transmission box.



Van Pelt's web site had the same drawing but added the image of the actual case:

 

OK, we're together and I know which bolts to pull. Stu

 

Well, I guess maybe I'll just shut up.

Edit note: Ok that didn't last too long. I have a problem with the "Van Pelt" drawing (which has been HEAVILY EDITED), AND the Annotation Title of the drawing from page 192 of the "48-56 Ford Trucks Parts and Accessories Illustrations Catalog" that Bob posted above.

If you take one more step and look in the "48-52 Ford Truck Chassis Parts Catalog," (Page 285), you will note that from 48-52 the "7006" was the Transmission Case ***'y part number for the 3 spd HD, 4 spd helical, and 4 spd spur transmissions only. There were NO 3 speed light duty transmissions from 1948-1952 with a transmission Case # of 7006, they were all 7005!

The 49-51 Ford Truck Shop manual says (pages 141 & 142): "A clutch housing, containing the clutch release mechanism is bolted to the front side of the transmission case on the 3-speed heavy duty transmission. The 3-speed standard transmission has the clutch housing cast as an integral part of the transmission case." There is absolutely no mention of a second light duty case starting in 1951 that was cast without the clutch housing.

And just to sew things up, Ross correctly mentioned two different transmission cases and two different 7001 gears in post #25. I think the gallery has come to the false conclusion that the second case - the "A" case was this [improperly documented] "newer" clutch housingless case introduced in 1951 which is further supported by the Van Pelts drawing.

That is not the case however (no pun intended).

That "A" case and that "A" 7001 gear were for the Remote Operated 3 speed introduced in mid 1950 as opposed to the traditional Center Shift 3 speed used from 48-50 (on the light duty). Again the Shop Manual states (page 140): "Two different 3 speed transmission assemblies are used on F series trucks. The 1949 and early 1950 F1 Trucks are equipped with the standard 3-speed center shift transmission. The late 1950 and 1951 F-1 trucks are equipped with the standard 3 speed remote shift transmission (fig 11)."

Lastly if you look at the Transmission Specifications I posted above, you will note that the "3 speed transmission" (which was Ford nomenclature for the 3 speed "light duty" - all others were denoted as "Heavy Duty") was not optional on any trucks - it was only installed on the F1.

So my conclusion - AND YOU CAN TAKE IT OR LEAVE IT - is that from 48-51 there was only ONE center shift "Light Duty" three speed transmission, it had the clutch housing cast into the case - in all instances, and it was (notwithstanding its remote shift variant) the only TRUCK transmission Ford offered at that time that had that feature.

So, Stu's transmission is the same as yours Bob! And any Ford 3 Speed transmission with the clutch housing cast into it from 48-51 will be the same as yours - 3 speed "Light Duty."

This might be a case for Number Dummy! (I'm early Bill, but Happy Birthday!)

 

Julie,

It'll be a lot easier once the internet advances enough that we can all assemble and use holographs and see what each of us are trying to say. I think a lot is lost in just typing our ideas. I think hand motions and facial expressions really add a lot more to a conversation than we think. Just think how much quicker we could have resolved some of the issues in the topic if I could have held up my parts and pointed at parts in question just like you'd do in a real life one on one conversation.

Some day, some day.

 

Don't do that - I should have put quotation marks around what I typed and put your name at the bottom.

Sometimes you just have to hear something more than once before it makes sense.
tim

 

I'm just being a "Smart A" guys. But thanks anyway!

I have NO problem with any of the comments posted in this thread at all - just a ribbing that in most cases I deserve (and like I never do that either now, huh?).

Plus you know I could never be quiet for a second - as evidenced by my Edit "Note" above.

It's just very difficult, as Bob mentioned, to try to communicate ALL the valid info on a point, and do it in a way that the reader "hears" in the same way it was written. Causes trouble at times too.

Interesting find in that edit note - if you have the time to read it. As you know I'm not a big fan of Fords documentation quality (or better the lack of it).

I guess that's why I end up writing such long answers sometimes.

PS: In the future maybe we will just have Scotty Beam the broken one up and have the transporter fix it on the way! And Bob, your idea about the halograms is not fiction. I used to work at a place where there were online meetings where everyone could "edit" (add stuff move stuff) a photo or PP story board, who was logged onto the meeting.

 

Julie, I generally agree with what you wrote. But I have to take issue with this one statement which highlights the mis-understanding. I've found I can't type worth a hoot late at night.... and sometimes not even in broad daylight

The cast part of the bell doesn't house the clutch - it only houses the TO bearing/release lever and cross-shaft.

The separate front half of the bellhousing (the ring) is the "clutch/pp cover".

I think that terminology was part of the mix-up.

 

To add to confusion of the transmission, last night I pulled the bottom shaft out and the needle bearings fell out, a couple were broke into three pieces. I checked the neighbor's transmission and that transmission's bearings are just like caged bearing on the main shaft, just slightly short. Ford must have had a lot of complaints about how difficult it was to reinstall the individual needle bearings.

I've found over the years there are no stead fast of what stock parts were used on these old trucks. It seems like almost every part varied some depending on date of manufacture and plant the truck was assembled in. I find it humorous when some one writes in saying they have two or three parts for a certain application and want to know which one is correct. I don't think anyone could know, especially since it seems Ford literature isn't always accurate or complete.

 

Caged bearings are on later models, and I don't think the cluster gear bore is the same for the two types...