Hello. I would like some help identifying this transmission. 5 forward speeds, mated to 352 or possibly 360 swap in 48 F8. Looks like it has 2 pto outputs, one is in use. No idea if the transmission is original.

Do the FE motors mate up to transmissions they used behind flatheads? It doesn't look like there are any major modifications at the bellhousing.

 

Welcome to the forum! I can't help you with your trans id, but I can say I'm not aware of any 'flathead' transmission that will fit to an FE engine without a special adapter. Are you sure it's an FE, and not perhaps an FT truck engine? They look similar. I'm just tossing out there it could be a later trans matching the FT engine that came together from the same donor large truck.

 

I believe that is a Clark 204V. If it's OD in 5th then it's a 204VO.
And welcome to FTE!

 

Note the crossmember is the 53 & up type, for the bellhousing mounts. No rear "foot" for the trans like an F-8 would have.

 

I did notice that. It was one of the things that made me wonder if it may be a complete transplant. That, and the problem of finding an adapter for a 337/Clark trans to FE bell would be really, really rare, if not existent.

 

Here ya goe 9700 mile 337
Thats what was done in the mid 1950s. The transmission doesn't care what kind of engine. They simply used
a rear crossmember from a truck 1953 & up and used a truck FE bellhousing as well as the clutch linkage,
truck flywheel clutch etc. My bet is a lot of those got the all new 352 FE cause 390FE and 330-391FT wasn't
invented yet. Keep in mind at that time there were junkyards all over, parts dirt cheap. Bring ya tool box
and get dirty. The poor big 337 got beat to death an abused before it even turned 10yrs old, so thats why
we did that not only on 1948 to 51,s but the big Y blocks too. And FT motors do not need any special adaptors
FE "round back engines" all the same bolt pattern hope your trans is OD sweet. So back to the question, It is defiantly a Clark PTO can go left or right. F7s came with OD & direct an option. F8's came with direct and OD as an option. What you have now is not odd, it was common practice. The misconception is FE's and FT's are internal different other than that everything is bolt on. The FT
giveaway is governor dual thermostats 4 barrel carb. fat front crank (pulley) center dump exhaust
manifolds the big clutch pilot bearing. Remember the Clark trans is not Ford specific lots of Internationals Dodges used those too. If yours is 1948 it will only have syncros in 4th & 5th.
And when I spoke of bellhousings its not a pickup housing Its F700 to F900.housing. Class 7 trucks.
hope I typed all this understandable .......sam

all my trucks 391FT 5OD 2 speed axle....

 

Truly thanks for the help guys. This thread would be dumb without some pics of the rig. Couple more clues as well.

This is a fire truck. There is a second gear box behind the transmission, midship that allows the driveline to be disengaged from the rear axle and switched over to the "charge/fill" pump. The parking brake assembly is located aft of this box.


The truck





Shift pattern. I have no idea if 5th is overdrive on this rig.



Motor, kinda




The engine does have center exit manifolds. It has a 2 barrel carbureter. My first pickup truck was 75 F250 with a 390. It looks like the exact same design as every other FE. I was unaware there was a "heavy duty" truck version for the larger multi-ton trucks called an FT. Learn something new everyday. I had the engine out last year to seal up a horrendously leaky rear main and all the bearings were original FoMoCo and absolutely pristine. Must have have been a low mile takeout back in the day when it was swapped in.

The purpose of my post is to try and find parts for this transmission or find a nice rebuilt one (looks like there is an ice cubes chance in hell of that) or perhaps swap it with another one that would work without much fuss.

The vehicle was driven for probably several years with the myriad gaskets leaking so the trans was run low on oil. Almost an 1/8th cup full of brass and whatever else came out last time I drained it to reaseal some gaskets. It grinds into every gear even though I believe all gears are sychronized so I imagine there is quite a bit of damage.

 

I'm going to speculate that your transmission is direct in 5th since that's designated to drive the pump.
One source for transmissions/parts - Parts Search - The Berns Company
Another - https://truckpartsinventory.com/tran...ys-clark-parts

 

From the pics thats a 5 sp direct. so you would pump in 5th if overdrive you would pump in 4th. For now if me
flush the case with diesel best you can and fill with 140# gear oil bottle of STP may help. Note gears will grind
4th & 5th only ones with sycros. Thats why thick gear oil will help slow the gear train a little. Thats why the
big boys have a clutch brake. I can help, problem is I can't take my truck apart till the dead of winter cause I need it. Its the same trans in perfect shape. My truck is getting overdrive. When I do get to it you pay the
shipping don't get any better than that.



Sam