Technical Picked up an OD trans

They are similar to T85s only in the fact that they bolt up the same . They are a weak kneed transmission.

 

AMC used Ford use top loader three speeds in Jeeps and p***enger cars in the early to mid 70s. I have a Ford 3 speed top loader (3.03) with the Lay**** overdrive out of a 76 AMC Pacer. AMC only offered the option for three years on Pacers, Gremlins, and Hornets from 75-77. Pretty rare to find these days. I got one and installed it in my 32 roadster avatar and have NO problem having it on the road since 2009. The Trans is pure Ford and the overdrivein pure Lay**** only the adapter is special. I used a Jeep T 150 top cover to get the early look when installed in the car. If fact, it is within 1 inch of where the original 32 shifter would be. I even was able to use a stock 32 shift know on the Jeep shift handle. Since I gutted the case of all the shift rails and hardware there was no way to engage the overdrive solenoid. AMC used a switch on the case to allow overdrive in 3rd gear only. I put a rocker switch with light under the dash and now am able to engage overdrive in any forward gear. The glowing red light reminds me to turn the overdrive off when I stop or before engaging reverse. I have had it behind my 354 hemi since 2009 and have over 40,000 miles on it since then. Had one overdrive solenoid die and one call to Gearvendors put me back on the road within 2 days. I run 3.70 gears and it quite apparent when I shift into overdrive and get a 30% reduction in engine speed. I love it !

 

Cool. Working out a deal on it now.
I have another ride I’d like to leave 3 on the tree.
This set up would work. Even if I decided to use the y block.
But I also have a 331 hemi. dang decisions

 

Really? I got a different impression from this article in Hemmings. Are your sure you're not thinking of the T86?

https://www.hemmings.com/stories/article/warner-t-85-t-89-three-speed-transmissions.

 

@anthony myrick sounds like you'll have to get 2. One for the Y-block and one for the Hemi.

 

I’ve already got a flywheel, starter and bell for the hemi but it’s from an industrial application.
Weighs a ton.
Don’t know if I want to use em. An uncle has a 272 bell housing set up from a car. That would work great with the top loader. Got too many projects.

 

The planetary part of the OD is only made to turn one way. Turn it backwards an it is toast. In the older versions you had to disengage the OD with the hand cable. Later there was a switch activated by a rod when you shifted into reverse. Some of the "creative" wiring setups deal with this some don't. A lot of the wiring on these systems deals with interrupting the ground side of the circuits.
There is a lot of BW OD discussion on the Studebaker Drivers Club site.
https://forum.studebakerdriversclub.com/forum/your-studebaker-forum/tech-talk

 

I’ve got this interesting 3speed shifter in a 49 merc parts car.

 

Hmmmmmmm, there's a lot going on there...power grip, extension, bend to avoid the bench or?

 

The accessory trans for the AA ford posted is actually an underdrive

 

My 58 Impala with a 3 speed OD had a dual pattern Hurst shifter. I don't remember it having a problem with the OD solenoid. I think I would have noticed as I was 17 and the 348 would snap the drive spines off second gear if you got good traction on a 1 - 2 shift. I got very good at pulling and repairing that transmission. Never did damage the OD unit.

 

It’s odd. The handle is a translucent orange ish flake.
The merc has a 221 ford. Probably never “power shifted”

 

Used to be able to buy handles like that at most truck stops. Came in red, orange, blue, and green. Had one on a Mack 5 speed years ago....

 

Turn it around.

 

Did it hurt your back

 

Didn’t think about big trucks.
Thanks.

 

This may help:
http://www.oldwillysforum.com/forum/TechData/BWOverdriveManual.pdf

And this:

http://www.studegarage.com/overdrive.htm

 

There are some post here on the Corvette 4+ 3 great trans except for checking fluid in the overdrive many have been trashed because of loss of fluid in the overdrive.

 

A friend gave me one of those trans,plan to use it behind a 261.and put it in a 42 to 48 Chevy coupe if I can find a decent one at a decent price.

 

The T86 is not known for strength but if not abused it is OK. My son blew 2 behind the supercharged 289 inches Stude wagon. Both sorta' being abused. I don't think my 153 Chevy 4 in a light roadster poses much of a threat.

I'm cleaning my shop and found my transmission today. Part of the cleanup includes ***embling components for my roadster. The thinking being an ***embled transmission take less space than ****tered parts. I'll take some pictures. The trans was good so it was not completely taken apart. It needs a good cleaning.

 

Really good information, especially regarding gear oil. Randy Rundle (RIP) has left this world but he has graced us with much of the R-10, R-11 knowledge.

https://www.enginebuildermag.com/20...org-warners-r-10r-11-overdrive-transmissions/

 

I figure some guys wonder why folks get stoked about these old weak gear boxes.
An 85 hp engine that’s tweaked to make 125-150 doesn’t need a tremek tko.
If my 235 makes 150-175 I’ll be stoked.

 

@anthony myrick
Does this guy have any parts for the T170F Toploader 3+ODs found in late 70s Ford vans, cars, and f100/150s? I'm currently rebuilding one out of a Granada for my 59 Galaxie. Need a 31 tooth second gear.

 

I’ll check.
Do they share any pieces with the 3 speed version?
A 31 tooth gear is available new. Prices were in the $70-$80 range.

 

I have checked and supposedly the gear is not the same in the OD units. I'd love to just buy a new one for $70. I guess the teeth are wider. I dont see why though. If it is the same as a 4 speed 2nd gear I'd get it!

Trouble is I can't find anyone who knows anything about the 3+OD boxes. David Kee won't talk about them says they are all junk. I'd think he'd at least sell me a used gear from one instead of s****ping them.

 

The overdrive gears are smaller than the transmission gears and the transmission multiplies the engine’s torque in first gear by 3 to 1, second gear 2to 1! That is why you never want to use the over drive in any gear but high gear where the torque is not multiplied.
Simple observation can verify the size of the gears. Now will the overdrive survive it first or second gear? Totally depends on the driver. But the overdrive was designed to be used in only high gear, for better fuel mileage. People misused them terribly, that is why you didn’t see many and the ones you do see are usually damaged!

I put a top loader type overdrive out of a 1957 V-8 Ford in a 1960 Van with a 200 six and 4:11 gears and 14 inch tires! Drove like a dream! And I never had any trouble with it! I just mostly used it in high gear!




Bones

 

I picked this up last fall for my 53 dodge 230 flathead it came off a 59 plymouth savoy the last year for the flathead 6 in any mopars it came with the bell housing that will fit early hemi's also

 

Beside the milage improvement the engine turning about 1/3 less can help our old engines last a lot longer. Also these things are fun to drive when everything is working right and you understand what they do. My son's Studebaker had a 4.27 rear end and we lost the OD in Vegas on a trip to Texas. From Vegas to Kingman was not fun. Luckily we found a guy in Kingman that fixed the solenoid. I have not been able to find a way to tell the difference between 6v & 12V solenoids before it's too late. Some have it stamped on the cover but the covers interchange and you can not depend on that after all these years. Also if the solenoid shaft seal leaks to can cause the solenoid to get dirty sticky and fail. How do know? Well that didn't make it fail. It made it blow fuses. Putting in higher amp fuses made it fail.

 

I think the limiting factor with the BW OD isn't the gears but the blocker-ring engagement mechanism. The gears might be smaller but there are three or four times as many meshing faces. The blocker ring, on the other hand, is basically a dog clutch, and not a particularly stout one. Hence the ignition interrupt arrangement.

It should be possible to re-engineer a BW OD to replace the blocker ring with a two-way cone clutch complete with hydraulic engagement, as on a Lay**** OD — but then sourcing a Lay**** OD would be a lot easier. As I said before, the limiting factor on that is the hydraulic operating pressure (and the limiting factor on that would be the burst strength of the case which, if the GV units are anything to go by, is plenty.)