OK guys, back to my transmission.

My son and I installed it this afternoon. The transmission pretty much slid into the clutch without much problems. The drive shaft didn't want to slide in too easy, I guess I might have screwed up the splined end a bit with my over exuberant persuasion but we finally got it in. Tried to start the truck and it wouldn't start, well first I had to replace the coil I scavenged last Spring for use in the F-2. Installed the coil and noticed the fan belts looked pretty loose. Tightening flatty belts can be a PIA. OK, hope in the truck and it won't start, no spark. Check the points and no spark and they don't open and close. Sand the points a little and readjust them. As I'm putting the distributor cap back on I notice it's turned 180°. I don't know how this is possible since I had it running last summer without a problem. I don't know. Realign the cap, reinstall plug wires and the truck pops over and runs like a champ. Check the shift and everything feels good. My son hops into the co-pilots seat and we head out for a test drive. To my total astonishment no funny clunks, grinds or vibrations. I drive it up and down the road and it seems to have more sure shifts than it ever had. Very definite 1st, 2nd and 3rd gear. I didn't do anything other than replace the the 1st/reverse gear. I need to replace the front and rear oil seals but I didn't want to do that until I knew the transmission was going to work. It won't be that hard to pull the tranny again to replace the seals.

 

Fantastic - even with the shade tree mechanics society's exuberant assistance

 

No we have to move on to the F-2, I have a new fuel pump just waiting to bolt up. It's late in the season but better late than never.

 

That's great news! They're really pretty simple, yet very nicely made.

 

Good deal, Bob. It's always a great feeling to tackle something you've never done before and conquer it. Forgive me if I missed it somewhere amongst the 10,000 word treatise about what idiots we are for not using the proper vernacular, but what did you end up doing about the damaged needle bearings on the countershaft cluster? Replace the bearings or swap it with the one you got from your neighbor?

 

Good goin' Bob. Not only did you get the truck back in service, you and your son had some quality time and he got a few insights that will help him avoid such experiences in the future. I wish my dad would have been mechanically inclined because it would have saved me a lot of time "reinventing the wheel".

Now, about my transmission. I'm perfectly willing to take it with me to the Dells if you'll be needing it, but would just as soon hang on to it if it's not needed. Would you and/or your son be able to drive the van enough in the next couple weeks to make sure the repair holds? That way I'll just leave the tranny mounted on the back of the spare 8BA. Stu

 

BOR,

I used the lower gear set from the other transmission, it was a little different than the original one in my transmission. The outer dimensions were the same but it had a bigger bore and the bearings were a longer caged type needle bearing with a shorter spacer, a lot easier to install than the individual needle bearings. It fit and seemed to work fine.

Stu,
I haven't drove the truck much other than yesterday for the initial test run. I'll try to take it out this week and really give it to it to make sure my repairs worked. My son and I worked on it for a couple of hours yesterday, I like to give him a hard time about beating my truck but that's what it's here for. Not necessarily to beat it but to drive it and have fun with it. It's not a show truck, it's a driver.

I just want to be able to get it up the Dells. As I told you, I'm planning to trailer one of the trucks there so I have a support vehicle to use just in case. If it makes it there that'll be great, if I have problems I'll have the trailer. Right now why don't you leave the tranny where it is. If you still want to get rid of it I'll have a good reason to take a trip down some time. I still want to check out your M-Hs, especially the Ranger. Wish us luck and see you at the Dells.

 

Good goin' Bob, happy to hear you got the transmission back together - even better that it works!!

It's good to tell your kids how things should be, but much better to show them. Have a good time at the Dells!

 

Ok, I am late to this discussion, but it looks like this is the right place.

I have a 1951 F1 with the light duty column shift transmission. I want to mate a 1952 Ford Borg Warner R10 overdrive to my flathead. The light duty has the Bell housing as part of its case.

How can I adapt the R10 to my flathead? Can I use the 4 speed bell housing?

Please respond to idaholc@aol.com

 

The OD solenoid and governor won't clear the crossmember. The one on the left side of the OD trans falls dead center on the c'member.

 

So, once again from the top, - can someone, some SPECIAL one - please explain what would be the proper vernacular to use?

 

Unless my tape measure is wrong the solenoid would be at least 4" forward of the cross member and the governor is on the opposite side and would be 4-5" behind the cross member.