manual transmissions
This page contains the following for the manual transmissions used in 1980 through 1986 Ford trucks, including the 3.03 aka RAT; SROD aka RUG: TOD aka RTS; NP435; T-18; T-19; & ZF5:
- Application listings showing which trucks got which transmissions and which transmissions use what parts lists
- Parts lists, showing each individual part for each transmission as well as the associated part number
- Service literature for each transmission as well as general service instructions for all manual transmissions
- Pictures of the shift levers used on many of the transmissions
- Information on how to identify your transmission
In order to use the parts lists included on the Transmission-Specific Instructions tab you will need the correct parts list number for your transmission. Use the listings on the tabs below to find that parts list number.
For example, if you use the Ford's Application Chart tab the 2nd listing is the NP435 transmission for a 1980 4x2 truck, and the parts list # is 70.3A. So if you then go to the Transmission-Specific Instructions tab and the NP435 tab you'll see the Parts List tab and you'll note that it is Section 70.3 and you'll use Column A to find your parts.
Also, Ford's terminology can be confusing as they have several different terms for each transmission depending on what document you are using. See the tab Transmission Identification to help sort that out.
For example, if you use the Ford's Application Chart tab the 2nd listing is the NP435 transmission for a 1980 4x2 truck, and the parts list # is 70.3A. So if you then go to the Transmission-Specific Instructions tab and the NP435 tab you'll see the Parts List tab and you'll note that it is Section 70.3 and you'll use Column A to find your parts.
Also, Ford's terminology can be confusing as they have several different terms for each transmission depending on what document you are using. See the tab Transmission Identification to help sort that out.
To determine the parts list # for your transmission go to the Transmission Applications tab, then find your transmission in the listing, and note the parts list. The easiest way to do that is to click on the Sorted By Transmission tab. If it says, for instance, your parts list is 70.1A then you'll use the "A" column below.
To determine the parts list # for your transmission go to the Transmission Applications tab, then find your transmission in the listing, and note the parts list. The easiest way to do that is to click on the Sorted By Transmission tab. If it says, for instance, your parts list is 70.3A then you'll use the "A" column below.
Ford used two different 4-speed overdrive transmissions in the Bullnose trucks, and they are called by several different names. But they are very closely related as the main difference is how they shift. In fact, Ford's shared service manual for the two transmissions says "The gear train of the single rail overdrive transmission (SROD) is identical to that of the top shift overdrive transmission (TOD)."
In spite of having a shared service manual the transmissions have different parts lists and factory service manual sections, shown on the respective tabs below.
In spite of having a shared service manual the transmissions have different parts lists and factory service manual sections, shown on the respective tabs below.
Unfortunately the Bullnosed trucks (1980 - 86) didn't have a robust overdrive transmission option. Yes, there were some transmissions with overdrive gears, like the SROD for a manual and the AOD for an auto. But, neither of those was available for the 351M or 400. However, a few years later the ZF5 tranny came out behind 460, among other engines, and the 460 shares a bell-housing pattern with the 351M/400's. But, the flywheel on the 460 is ~1/2" further aft than that of the M-block pair, so while the transmission will bolt up the input shaft doesn't properly engage the pilot bearing and the clutch doesn't fully engage the splines.
To solve that problem I designed a flywheel spacer. But, that just kicked the can down the road as I then realized that ZF clutches have a larger spline than smaller transmissions used on the M-blocks. And, most clutches available for the 460 wouldn't fit under the 351M's 11" pressure plate. (The 400 had a 12" pressure plate that might work.) Then there was the question of what throw-out bearing to use as the one for the ZF was eaten quickly by the pressure plate that came on Dad's truck. And, there was the issue of what starter to use.
Fortunately Tim Meyer is now selling a kit that solves those problems. The kit includes the needed spacer and longer flywheel bolts. And, he will drill your M-Block flywheel to accept a 460 clutch and pressure plate. But, there are still some things to consider in this swap:
To solve that problem I designed a flywheel spacer. But, that just kicked the can down the road as I then realized that ZF clutches have a larger spline than smaller transmissions used on the M-blocks. And, most clutches available for the 460 wouldn't fit under the 351M's 11" pressure plate. (The 400 had a 12" pressure plate that might work.) Then there was the question of what throw-out bearing to use as the one for the ZF was eaten quickly by the pressure plate that came on Dad's truck. And, there was the issue of what starter to use.
Fortunately Tim Meyer is now selling a kit that solves those problems. The kit includes the needed spacer and longer flywheel bolts. And, he will drill your M-Block flywheel to accept a 460 clutch and pressure plate. But, there are still some things to consider in this swap:
- Starter: The 351M & 400 flywheels are the same diameter and have the same ring gear tooth count as a 460's flywheel. So if you space the flywheel back it'll be in exactly the same spot as a 460's. And, since the starter bolts to the transmission and not the engine, a 460's starter fits perfectly. I suggest a Permanent Magnet Gear Reduction (PMGR) unit as it is smaller in diameter and therefore provides more clearance. In addition, it uses less current and/or gives greater torque. See the page on PMGR Starter Wiring for how to connect it.
- Clutch Release Arm: The ZF5 came out after Ford went to a hydraulic linkage for all manual transmissions. So, there's no mechanical release arm available for it, and there is significant difference between mechanical and hydraulic release arms - leverage. As I describe on my page re Clutches & Linkage, you can use a release lever for a mechanical clutch mechanism, but your leg will not like it. Instead, you may want to create a hybrid release lever, as described on the Release Lever page.
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So, was the effort worth it. YES! The gas mileage went up about 2 MPG and the truck was so much quieter on the road. So, I highly recommend the ZF5 - especially now that the issues have been solved.
These tips come from a gentleman who formerly worked for ZF:
That transmission is actually a S5-42, 47, etc.
The S is for fully synchronized. Even the reverse gear was synchronized. The 5 is for 5 speed. The 42, 47 etc. is for foot pounds of input torque rating. Example: 42 represents 420 foot pounds of input torque.
That transmission was my technical responsibility as a service engineer at ZF.
This series of transmission was installed in most if not all HD and Super Duty Ford trucks.
The achilles heel was the "pocket bearing" and noise. The pocket bearing is the bearing located between the input shaft and main shaft of the transmission. The noise is from the gears rattling in the aluminum casing. This is caused by the expansion of the aluminum casing.
A small amount of play of the input shaft does not necessarily indicate that there is a problem.
These transmissions were notoriously noisy and you would swear that it was going to fall out but would operate just fine.
The trouble shooting procedures were set up for the transmission to be tested while in the truck or on a test stand.
With the correct tools from ZF, it is not difficult to repair.
That transmission is actually a S5-42, 47, etc.
The S is for fully synchronized. Even the reverse gear was synchronized. The 5 is for 5 speed. The 42, 47 etc. is for foot pounds of input torque rating. Example: 42 represents 420 foot pounds of input torque.
That transmission was my technical responsibility as a service engineer at ZF.
This series of transmission was installed in most if not all HD and Super Duty Ford trucks.
The achilles heel was the "pocket bearing" and noise. The pocket bearing is the bearing located between the input shaft and main shaft of the transmission. The noise is from the gears rattling in the aluminum casing. This is caused by the expansion of the aluminum casing.
A small amount of play of the input shaft does not necessarily indicate that there is a problem.
These transmissions were notoriously noisy and you would swear that it was going to fall out but would operate just fine.
The trouble shooting procedures were set up for the transmission to be tested while in the truck or on a test stand.
With the correct tools from ZF, it is not difficult to repair.
Thanks to Shaun/salans7, here are several manual transmission shift levers and their associated knobs and boots:
- Upper right hand corner: Typical 1980-early 1982 with NP435, 4x4, and 1980-only shift boot trim ring.
- Lower left hand corner: Typical 1982-1986 with BW T-18/T-19, 4x4, and larger transmission shift boot.
- Lower right hand corner: Typical 1987 with T-19 straight lever, 1987-only 4x4 lever, and slight variations in boots.
And here are two more:
- 1980-1982 NP435 Transmission Shift Lever on top (1980-early 1982 have threaded shift knobs, 82-86 have splined shift knobs)
- 1983-1987 T-18/T-19 Transmission Shift Lever on bottom (This one is for a T19)
Ford used various terms with regard to the transmissions used in these trucks, and we've called them other things as well, so it can be rather confusing. This is an attempt to correlate that info and it starts with what you'll see on the Applications tab:
- RAT & F/3/S: This is also known as the 3.03 and shows in the applications list as a RAT & F/3/S. Uses parts list #1.
- RUG & F/4/S: aka Ford 4/S-OD. Shows in the applications list as a RUG, which NumberDummy says is an SROD. Uses parts list #2.
- NP435: This shows in the applications list as NP435 but other Ford documents call it New Process, and it uses parts list #3.
- T-18 & T-19: Some places Ford calls these transmissions "Warner" and they use parts lists #4.
- RTS & TS-O/C F/4/S: Called the TOD or TS-OD for Top Shift Over Drive. Uses parts list #9.
- Z.F.: This is the ZF5 5-speed manual transmission and it uses parts list #11.
