Model A & B
Ford Garage
Tremec T170FT RTS Four-Speed TOD
3+1 Overdrive Transmission Conversion
TOD & SROD Service Manual PDF (slow download)
The similar 1977 Ford Chassis Service Highlights publication covers the earlier iron case SMOD/RUG-BP 3+1 Car (and follow-on truck/van) transmissions. The 1979 Ford Chassis Service Highlights publication covers the 1979-83 aluminum SROD/RUG 3+1 Car (and truck) transmissions.
The 1984-87 Ford F-150 RTS top shift overdrive transmission was made in Mexico for Ford by Tremec (Transmisiones y Equipos Mecánicos), and it is known variously as a T170FT RTS 3+1 TOD.
The RTS is a four-speed including overdrive, and was produced in three different overdrive ratios for use in Ford full-size light-duty 2WD and 4WD F-150 pickup trucks and Broncos.
With its cover-mounted cane shifter, the T170FT RTS 3+1 TOD transmission has been a popular choice for Model A and early V8 Ford overdrive transmission conversions, and a number of people have made complete kits available to do the transmission swap and conversion.
The practical and aesthetic benefit of the RTS 3+1 TOD overdrive transmission in an early Ford conversion is that it places the single shift lever in nearly the stock location on the floor, and does so without any frame or brake modifications or complicated open driveline fabrication!
The relative simplicity of the RTS 3+1 TOD conversion is something that cannot be said of five-speed Borg Warner/Tremec T5 overdrive transmission conversions. The RTS 3+1 TOD also does not add an additional floor shift lever, unlike the popular Mitchell torque tube overdrive unit.
Additional info comes from personal ownership and parts experience with each variant of the T170 truck and van versions, including the aluminum RTS TOD in all three ratios, cast iron RUG SMODs in two ratios, and aluminum RUG SRODs in three ratios. I have also been inspired and educated by many fellow hobbyists who have shared their knowledge of the T170 on message boards like the F150 forum, the FTE forum, the HAMB, Fordbarn, and others.
Please contact me by clicking my name at the bottom of this page if you have questions, additional info, or potential corrections or clarifications to contribute. One or both of us is going to learn something! Thank you!
Ford-Tremec T170 3+1 Family Variants
The Ford-Tremec T170 manual transmission family includes three types/variants of four-speed toploaders having the internal 'third' gear position configured as the top/overdrive gear ('fourth' to the driver).
The family of T170 variants are also known as '3+1 overdrives'.
The major visual differences between variants are in the style of gear selection, and in the case materials used.
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The 1977-87 cast iron case T170F RUG 3+1 (aka SMOD) side-mounted external shifter variants were used in some 1977-78 Ford cars (cast iron RUG-BP), 1978-79 F-150 pickup trucks (cast iron RUG-CB, CD), and in 1978-87 Econoline vans (cast iron RUG-CL, GA). These are externally side-lever shifted, and have a stamped steel 10-bolt top cover.
The T170F RUG 3+1 SMOD has a gate shifter lever and linkages (Hurst style) mounted externally on the iron tail shaft housing. None of the cast iron RUGs had a tail shaft housing-mounted aluminum RUG 3+1 SROD style turret shifter, nor a case-mounted aluminum RTS 3+1 TOD style top shifter cover (cane shifter).
This T170F RUG 3+1 SMOD variant had exposed steel links and levers, and they were subject to corrosion, ice and mud buildup, and jamming from branches and road debris, etc.
All cast iron T170F RUG 3+1 SMODs tagged RUG-Cx or RUG-GA are pickup truck and van transmissions, and they share many internal gears and parts with the RTS 3+1 TOD, and are a useful resource for an RTS 3+1 TOD (re)build.
Note: The cast iron T170F RUG 3+1 SMOD tagged RUG-BP is specifically a unique car transmission and has virtually no internal parts which are usable in an RTS 3+1 TOD, although the parts are visually quite similar.
As an additional note, all cast iron T170F RUG 3+1 SMOD transmissions are similar in design and appearance to the earlier (non-overdrive) Ford 3.25" center distance HEH & RUG four-speed toploader performance transmissions of the 1960s-70s, and are sometimes visually mistaken for them.
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The aluminum case T170FS RUG 3+1 SROD design variant was used in some 1979-83 Ford cars as well as in 1980-83 F-150 pickup trucks. It is a Single Rail Over Drive, having an enclosed rail tube and a remote-mounted turret shifter housing on the aluminum tail shaft extension.
This T170FS RUG 3+1 SROD variant had an enclosed shifting arrangement which offered improved environmental protection for the shift components.
It does not have a case-mounted RTS 3+1 TOD-style top shifter, nor an external SMOD style case-mounted gate shifter linkage. However, it does have a stamped steel 10-bolt top cover like the cast iron RUG 3+1 SMOD.
Many of the internal gears in the 1980-83 Truck (but not Car) aluminum T170FS RUG 3+1 SROD variants are usable in a T170FT RTS 3+1 TOD (re)build.
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The 1984-87 aluminum case T170FT RTS 3+1 TOD design variant is a toploader overdrive transmission and was produced for 1984-87 F-150 pickups and Broncos, both 2WD and 4WD.
This T170FT RTS 3+1 TOD variant had a top-mounted cane shifter tower/cover arrangement specifically to suit pickup trucks.
Only the T170FT RTS 3+1 TOD has a case-mounted aluminum top shifter cover with a cane shifter.
Ford-Tremec T170 3+1 Family Geartrain Arrangement
In the T170 family of transmissions, the overdrive (top gear) is actually located in the internal 'third' gear position, and power is NOT directly transferred in-line through the input to the output shaft when in top gear, unlike fourth (top gear) in a non-overdrive conventional Ford four-speed toploader transmission.
Instead, the power in the T170 during overdrive operation is routed through the input main drive gear, into the cluster gear, back into the overdrive gear teeth on the main/output shaft, and then on to the universal joint. The countershaft gear, shaft, and all bearings and the case itself are always under radial load and stress during overdrive operation.
The continuous offset loads on all the bearings, and on the main, cluster, and overdrive gears during overdrive operation is one reason why these 3+1 transmissions originally developed a somewhat poor reputation for robustness when abused, compared to the robustness of the top gear loading in a planetary or conventional non-overdrive transmission.
Regarding Durability Reputation:
The reputation of questionable durability of the 3+1 was primarily caused by the many abusive pickup truck and van owners who were often towing heavy trailer loads in 4th overdrive, instead of in the direct drive gear (3rd, 1:1 direct) recommended by Ford.
In spite of this reputation, the aluminum-case T170FT RTS 3+1 TOD truck transmission is robust enough in overdrive for the task at hand for usage in a Model A or Early V8 Ford.
1984-87 Tremec T170FT RTS 3+1 TOD Description
Ford Parts and Service Division
Ford Service Manual Description:
The top shift overdrive (TOD) is a four-speed manual transmission with fourth gear as an overdrive.
It is fully synchronized. All forward gears are helical-type and are in constant mesh. The forward gear changes are accomplished with synchronizer sleeves.
Reverse is provided through a reverse idler sliding gear which slides on a reverse idler gear. The reverse idler gear is in constant mesh with the countershaft gear. In reverse the spur-type gear on the reverse idler sliding gear meshes with the gear on the 1-2 synchronizer hub.
The top mounted shifter operates shift rails in the transmission cover assembly. The first-second fork and the reverse fork are attached directly to these rails.
The third and overdrive shift fork is attached to a shift rail which is mounted in the transmission case.
Third and overdrive are shifted by means of a shift pawl mounted on a rail in the transmission cover, contacting an overdrive shift control link in the transmission. This shift control link contacts the shift fork in the transmission.
A shift interlock system located in the transmission cover prevents the engagement of more than one gear at a time.
The transmission case, cover, and extension housing are aluminum. The mating surfaces of these components are sealed with Anaerobic Sealer (Gasket Eliminator).
| OEM Application: | 1984 - 1987 Ford F-150 both 2WD and 4WD |
| Ford Type: | Four-Speed Manual TOD Topshift Over Drive |
| Manufacturer: | Tremec |
| Tremec Type: | T170FT RTS Remote Tower/Top Shift |
| Case Material: | Aluminum alloy |
| Fully Synchronized: | All forward gears are helical type in constant mesh |
| Lubricant: | 3.5 US Pints 1.7 Liters SAE 80W D8DZ-19C547-A (ESP-M2C83-C) Driven 80W-90 GL4 or equivalent Do not use GL5 ! |
| Notes: | 3 OD ratios produced |
| Case has no drain plug | |
| No gaskets are used; Anaerobic sealer only |
|
| TOD = Topshift Over Drive | |
| RTS = Remote Top Shift |
1984-87 Tremec T170FT RTS 3+1 TOD Identification
There is both a Ford part number and a Tremec part number cast into the LH side of the aluminum RTS case. The first (1984) style case is marked RF-E4TR-7006-AA and C-2604877, and the second (1985-87) style case is marked RF-E5TR-7006-AA and C-2605524.
These 'RTS clones' were made by Tremec, but are not marked 'RTS' on the steel tag. I believe they may have been complete replacement F-150 transmissions supplied by Tremec directly to aftermarket transmission shops. Anybody know differently?
When still in a vehicle, the Tremec T170 3+1 transmission can also be identified by the Ford transmission ID code 'B' (= Tremec 3+1 OD) printed at the bottom center of the VIN/GVWR/Tire Information label (applied inside the drivers door opening) of a Ford F-150 pickup truck or Bronco, as shown above.
Overdrive Ratio Identification
'B' ratio = 27.6% overdrive (4th=0.7837) (5.0L 302 V8, also some 4.9L 300 I6)
'C' ratio = 37.9% overdrive (4th=0.7247) (5.8L 351 V8, also some 4.9L 300 I6)
'D' ratio = 41.1% overdrive (4th=0.7087) (4.9L 300 I6)
These Ford ratio letters are utilized in Column 1 in the Transmission Specifications table below to organize the part gearing information of the three different RTS overdrive configurations.
Note:
There is also a fourth (quite rare) T170 3+1 gear set configuration I refer to as a "Goldilocks". It was only available in the earlier cast iron T170F RUG SMOD, and was used in the 1978-79 Econoline van with 5.8L 351 V8.
All other truck and van cast iron RUG SMODs have a 'B ratio' gear set (with its inherently poor 1st and 2nd gear ratios, and large 2nd to 3rd gear gap.
The "Goldilocks" is a 27.0% 4th gear ratio, but with much improved 1st and 2nd gear ratios, and improved 2-3 gear gap, making for much improved drivability.
If you are fortunate enough to find one of these "Goldilocks" ratio Econoline gear sets, they can be retrofitted into the 1984-87 aluminum cane shifter T170FT RTS TOD case.
I consider this "Goldilocks" to be the most desirable gear set for all ratios from 1st through 4th gear for a vintage Ford conversion.
The overdrive ratio of a T170 transmission can be identified by a steel tag which is riveted to the front RH side of the case. This is useful when evaluating a loose transmission at a junk yard or swap meet.
The first three characters on the T170FT RTS tag will be 'RTS', and are immediately followed by a two-character alpha code as shown in the pic above, and in Column 1 in the table below.
The two-character alpha code identifies the overdrive ratio, as originally built by Tremec.
Other than identifying the specific transmission OD ratio, the RTS two-character alpha code is unimportant in adapting the T170FT to the Model A or early V8 Ford.
Beyond identifying the OD ratio, the two-character alpha code following the 'RTS' identifies the original transmission assembly as being for a 2WD or 4WD, and identifies which speedometer drive gear it was originally equipped with (function of tire size and rear axle ratio combinations).
The various other codes stamped on the Tremec tag identify the production date, the Ford service designation number, and the Tremec unit serial number.
1984-87 Tremec T170FT Aluminum RTS 3+1 (TOD) Specifications
The Transmission Specifications table below shows the Ford and aftermarket part numbers and tooth counts of the various gears in each RTS transmission configuration.
| 1984-87 F-150 Truck Aluminum RTS Transmissions RTS transmissions used as the basis for Model A and early V8 Ford overdrive conversions | |||||||
|---|---|---|---|---|---|---|---|
| T170FT RTS 3+1 (TOD) Aluminum Top Shifter Transmission Codes |
Ford, Tremec, and Aftermarket Part Numbers and Tooth Counts |
||||||
| Tremec Codes T170FT Steel ID Tag Alpha Codes |
% OD Gear Ratios |
Countershaft Cluster Gear (Input-4-2-1) (3 distinct) |
Input Gear 1-1/16" Dia 10 spline (2 distinct) |
3rd Gear Sleeve |
4th OD Gear (2 distinct) |
2nd Gear (1 common) |
1st Gear (1 common) |
'C ratio' RTS- AA, AF, AH, AK, BN, BR, BW 84-87 F-150/Bronco 4.9L 300 I6 5.8L 351 V8 |
'C' ratio 37.9% 1st=3.0061 2nd=1.7767 3rd=1.0000 4th=0.7247 |
31-35-23-15 E0TZ-7113-B 2603243 T170-8J |
22T E0TZ-7017-C 2603806 T170-16P 8-7/8" long 2G equal (interchanges w/ RUG 3+1) |
3rd Direct |
18T E0TZ-7B340-B 2604242 T170-11J 1G forward (interchanges w/ RUG 3+1) |
29T E0TZ-7102-A (2604232) 2605214 T170-21F 0G 3-53/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 2G central 4-36/64" diameter |
'B ratio' RTS- AD, AE, AJ, BP, BU, BV, BZ, CA 84-87 F-150/Bronco 4.9L 300 I6 5.0L 302 V8 |
'B' ratio 27.6% 1st=3.2508 2nd=1.9213 3rd=1.0000 4th=0.7837 |
32-35-23-15 D8UZ-7113-A 2603740 T170-8C 1G central 15? |
21T E0TZ-7017-B 2604484 T170-16N 8-7/8" long (interchanges w/ RUG 3+1) |
3rd Direct |
18T E0TZ-7B340-B 2604242 T170-11J (interchanges w/ RUG 3+1) |
29T E0TZ-7102-A (2604232) 2605214 T170-21F 3-53/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
'D ratio' RTS- AB, AC, AG, BM, BS, BT, BY 84-87 F-150/Bronco 4.9L 300 I6 good for case, shifter top, bearing retainer, input gear/shaft, 1 & 2 gears, reverse gears, synchro hubs, output shaft (can be converted to RTS 'B ratio' using 27.6% RUG 3+1 cluster and OD gears) |
'D' ratio 41.1% 1st=3.2508 2nd=1.9213 3rd=1.0000 4th=0.7087 |
32-43-23-15 E0TZ-7113-A 2604234 T170-8H (convert RTS 'D' to 'B' ratio using RUG 3+1 T170-8C gear) |
21T E0TZ-7017-B 2604484 T170-16N 8-7/8" long (interchanges w/ RUG 3+1) |
3rd Direct |
20T E0TZ-7B340-A 2605212 T170-11H 1G central 2-21/64" diameter (convert RTS 'D' to 'B' ratio using RUG 3+1 T170-11C gear) |
29T E0TZ-7102-A (2604232) 2605214 T170-21F 3-53/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
| RTS Codes T170FT |
Gear Ratios |
Countershaft Cluster Gear |
Input Gear |
3rd Gear |
4th OD Gear |
2nd Gear |
1st Gear |
As it turns out, this "Goldilocks" gear set configuration does exist, but was never originally installed in an RTS case for the F-150.
Refer to the table below for the necessary earlier Econoline RUG 3+1 gears to swap into an RTS case to achieve a nearly identical "Goldilocks" configuration having ratios of:
1st=3.0061
2nd=1.7767
3rd=1.0000
4th=0.7874
Refer to the Drivability and Suitability ~ Recommended Combinations section further down this page for an explanation of why that ratio configuration would theoretically be the "Goldilocks" transmission for an early Ford conversion.
Parts Donors:
1977-87 Tremec T170F Cast Iron RUG 3+1 (SMOD) Specifications
| 1977-87 Cast Iron SMOD RUG Transmissions ~ Trucks & Vans use 308/308 Bearings Parts Donors ~ Many useful gears in truck & van SMOD RUGs for use in RTS case |
|||||||
| T170F RUG 3+1 (SMOD) Iron Side Shifter Transmission Codes |
% OD Gear Ratios |
Countershaft Cluster Gear (Input-4-2-1) |
Input Gear 1-1/16" Dia 10 spline |
3rd Gear Sleeve |
4th OD Gear |
2nd Gear |
1st Gear |
|---|---|---|---|---|---|---|---|
| D7DR-7006-AA 2603606 iron case* 2602885 retainer (T160-6G) *209/307 bearings Orion RUG BP Ford RUG BP D7DR-AA Not Recommended ~ No useful parts in car RUG-BP except 1st gear 77-78 Granada/Monarch 3.3L 200 I6 w/ 3.40:1 4.1L 250 I6 w/ 3.00:1 5.0L 302 V8 w/ 3.00:1 |
23.6% 1st=3.2889 2nd=1.8381 3rd=1.0000 4th=0.8094 |
37-40-26-15 D7DZ-7113-A 2603885 T170-8B |
24T D7DZ-7017-A 2603596 T170-16E 8-7/8" long |
3rd Direct |
21T D7DZ-7B340-A 2603884 T170-11B 2-32/64" diameter |
31T D7DZ-7102-A 2603612 T170-21B 3-50/64" ? diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
| D7DR-7006-AA 2603606 iron case 2603718 iron retainer 308/308 bearings D8TR-JA 78 F-250 4.9L 300 I6 Orion RUG CB Ford RUG CB D8TR-KA 78-79 F-150 5.8L 351 V8 79 F-250 5.8L 351 V8 Orion RUG CD D8TR-MA 78-79 F-150 4.9L 300 I6 5.0L 302 V8 79 F-250 4.9L 300 I6 Orion RUG CL Ford RUG CL D8UR-EA 78-86 Econoline 4.9L 300 I6 5.0L 302 V8 RUG GA E7UR-AA 87 Econoline 4.9L 300 I6 |
'B' ratio 27.6% 1st=3.2508 2nd=1.9213 3rd=1.0000 4th=0.7837 |
32-35-23-15 D8UZ-7113-A 2603740 T170-8C (use in RTS case to convert RTS 'D ratio' into RTS 'B ratio') |
21T D8UZ-7017-A 2604484 T170-16F 8-7/8" long 2G central (interchanges w/ RTS) |
3rd Direct |
18T D8UZ-7B340-A 2603737 T170-11C 2G wide (use in RTS case to convert RTS 'D ratio' into RTS 'B ratio') 2-29/64" diameter |
29T D8UZ-7102-A 2603738 T170-21C 2G wide (iron case, interchange w/ RTS?) 3-53/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 0G (interchanges w/ RTS) 4-36/64" diameter |
| D7DR-7006-AA 2603606 iron case 2603718 iron retainer 308/308 bearings Goldilocks Gearing Taller 1 & 2 gears Favorable 2-3 gap plus 27% OD (not originally configured in RTS case) 78-79 Econoline 5.8L 351 V8 |
27.0% 1st=3.0061 2nd=1.7767 3rd=1.0000 4th=0.7874 |
31-34-23-15 D8UZ-7113-B 2603745 T170-8D 1G central 34? |
22T D8UZ-7017-B 2603806 T170-16G 8-7/8" long 1G central (interchange w/ RTS) |
3rd Direct |
19T D8UZ-7B340-B 2603744 T170-11D 1G central 3G even? (interchange w/ RTS) 2-37/64" diameter |
29T D8UZ-7102-A 2603738 T170-21C 2G wide (iron case, interchange w/ RTS?) 3-53/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 0G (interchanges w/ RTS) 4-36/64" diameter |
| RUG Codes T170F |
Gear Ratios |
Countershaft Cluster Gear |
Input Gear |
3rd Gear |
4th OD Gear |
2nd Gear |
1st Gear |
Parts Donors:
1979-83 Tremec T170FS Aluminum RUG 3+1 (SROD) Specifications
| Peach-shaded cells indicate gears which are still generally available new in the aftermarket. | |||||||
| 1980-83 F-150 Truck Aluminum SROD RUG Transmissions ~ Uses 308/308 Bearings Parts Donors ~ Many useful gears in truck SROD RUGs for use in RTS case |
|||||||
| T170FS RUG 3+1 (SROD) Aluminum Turret Shifter Transmission Codes |
% OD Gear Ratios |
Countershaft Cluster Gear (Input-4-2-1) |
Input Gear 1-1/16" Dia 10 spline |
3rd Gear Sleeve |
4th OD Gear |
2nd Gear |
1st Gear |
|---|---|---|---|---|---|---|---|
'C ratio' RUG- DC, DH, DL, DP, DS, DT, DV, DZ, EA, EC, EE, EH, EK, EN, ES, EV, FK, FL, FR 80-83 F-150 5.8L 351 V8 |
'C' ratio 37.9% 1st=3.0061 2nd=1.7767 3rd=1.0000 4th=0.7247 |
31-35-23-15 E0TZ-7113-B 2603243 T170-8J |
22T E0TZ-7017-C 2603806 T170-16P 8-7/8" long |
3rd Direct |
18T E0TZ-7B340-B 2604242 T170-11J |
29T E0TZ-7102-A (2604232) 2605214 T170-21F 3-53/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
'B ratio' RUG- EL, ET, FH, FM, FN, FP, FZ, GA 80-83 F-150 5.0L 302 V8 4.9L 300 I6 |
'B' ratio 27.6% 1st=3.2508 2nd=1.9213 3rd=1.0000 4th=0.7837 |
32-35-23-15 D8UZ-7113-A 2603740 T170-8C |
21T E0TZ-7017-B 2604484 T170-16N 8-7/8" long |
3rd Direct |
18T E0TZ-7B340-B 2604242 T170-11J |
29T E0TZ-7102-A (2604232) 2605214 T170-21F 3-53/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
'D ratio' RUG- DB, DG, DN, DR, DU, DY, EB, ED, EF, EG, EJ, EP, ER, EU, EW, FE, FJ 80-83 F-150 4.9L 300 I6 |
'D' ratio 41.1% 1st=3.2508 2nd=1.9213 3rd=1.0000 4th=0.7087 |
32-43-23-15 E0TZ-7113-A 2604234 T170-8H |
21T E0TZ-7017-B 2604484 T170-16N 8-7/8" long |
3rd Direct |
20T E0TZ-7B340-A 2605212 T170-11H 1G rearward 2-21/64" |
29T E0TZ-7102-A (2604232) 2605214 T170-21F 3-53/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
| RUG Codes T170FS |
Gear Ratios |
Countershaft Cluster Gear |
Input Gear |
3rd Gear |
4th OD Gear |
2nd Gear |
1st Gear |
| Peach-shaded cells indicate gears which are still generally available new in the aftermarket. | |||||||
| 1979-83 Car Aluminum SROD RUG Transmissions ~ Uses 209/307 Bearings Not Recommended ~ No useful parts in car SROD RUGs except 1st gear |
|||||||
| T170FS RUG 3+1 (SROD) Aluminum Turret Shifter Transmission Codes |
% OD Gear Ratios |
Countershaft Cluster Gear (Input-4-2-1) |
Input Gear 1-1/16" Dia 10 spline |
3rd Gear Sleeve |
4th OD Gear |
2nd Gear |
1st Gear |
|---|---|---|---|---|---|---|---|
79-83 Fairmont/Zephyr 3.3L 200 I6 |
23.6% 1st=3.2889 2nd=1.8381 3rd=1.0000 4th=0.8094 |
37-40-26-15 D9BZ-7113-A 2604182 T170-8F |
24T D9BZ-7017-A 2603827 T170-16H 9-5/8" long |
3rd Direct |
21T D9BZ-7B340-A 2604181 T170-11F 2-33/64" diameter |
31T D9BZ-7102-A 2603894 T170-21E 3-50/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
79-83 Fairmont/Zephyr 5.0L 302 V8 |
35.6% 1st=3.0720 2nd=1.7169 3rd=1.0000 4th=0.7376 |
36-41-26-15 D9BZ-7113-B 2603927 T170-8G |
25T D9BZ-7017-B 2603926 T170-16J 9-5/8" long |
3rd Direct |
20T D9BZ-7B340-B 2603924 T170-11G 2-26/64" diameter |
31T D9BZ-7102-A 2603894 T170-21E 3-50/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
79-83 Granada/Monarch 4.1L 250 I6 |
23.6% 1st=3.2889 2nd=1.8381 3rd=1.0000 4th=0.8094 |
37-40-26-15 D9BZ-7113-A 2604182 T170-8F |
24T D9DZ-7017-A 2603899 T170-16K 8-7/8" long |
3rd Direct |
21T D9BZ-7B340-A 2604181 T170-11F 2-33/64" diameter |
31T D9BZ-7102-A 2603894 T170-21E 3-50/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
79-83 Granada/Monarch 5.0L 302 V8 |
35.6% 1st=3.0720 2nd=1.7169 3rd=1.0000 4th=0.7376 |
36-41-26-15 D9BZ-7113-B 2603927 T170-8G |
25T D9DZ-7017-B 2603925 T170-16L 8-7/8" long |
3rd Direct |
20T D9BZ-7B340-B 2603924 T170-11G 2-26/64" diameter |
31T D9BZ-7102-A 2603894 T170-21E 3-50/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
RUG DA 79-83 Mustang/Capri Hydraulic clutch 4.1L 250 I6 |
23.6% 1st=3.2889 2nd=1.8381 3rd=1.0000 4th=0.8094 |
37-40-26-15 D9BZ-7113-A 2604182 T170-8F |
24T D9ZZ-7017-A 2603898 T170-16M 11-1/16" long |
3rd Direct |
21T D9BZ-7B340-A 2604181 T170-11F 2-33/64" diameter |
31T D9BZ-7102-A 2603894 T170-21E 3-50/64" diameter |
32T D9BZ-7A029-B 2604300 J8132389 T170-12B 4-36/64" diameter |
RUG EM 79-83 Mustang/Capri 5.0L 302 V8 |
35.6% 1st=3.0720 2nd=1.7169 3rd=1.0000 4th=0.7376 |
20T? 209 bearing ?" long |
3rd Direct |
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| Peach-shaded cells indicate parts which are still generally available new in the aftermarket. | |
| RTS 3+1 Component Parts | Part Numbers |
|---|---|
| RTS Aluminum Main Case Overall Case Length 10-1/8" Face-to-Input Nose 6-7/16" Case-to-Retainer Nose 3-21/32" |
T170-1F E4TZ-7005-B C-2604877 C-2605524 |
| Front Bearing Retainer Overall Length 3-13/16” Outside Diameter 1-7/16" (1.430 inches) For 1-1/16" input shaft Retainer OD 4.850" |
T170-6C 2605314 CI RTS E4TZ-7050-A CI RTS cast iron w/ pry notches uses sealer 2603718 CI RUG 3+1 D8UZ-7050-A CI RUG 3+1 cast iron w/o pry notches uses gasket E0TZ-7050-A AL SROD 326724A aluminum uses gasket RF-E0TR-7050-AA AL SROD C2604224-1B |
| Main Drive (Input) Gear Ball Bearing Main (output) Shaft Ball Bearing used with 2.73mm input spacer ring |
308L4 40mm ID x 90mm OD x 23mm Wide, w/ lock ring KOYO 83763-1 KOYO 83763-3 Ford D8UZ-7025-A P.F. Ford E5TZ-7025-C S.F. KOYO NU308C3 743202-L4 308LTB MRC 308 SZZG double shield 6308 2RSNR double seal SKF 6308 2RS1NR double seal |
| Input Shaft Oil Seal 1.125" Shaft 1.624" Outside Diameter 0.250" Width |
CR/SKF 11111 CR/SKF 11123 CR/SKF 11124 D8UZ-7A283-B E3FZ-7A011-A National 3638 Victor Dana 45820 Victor Dana 47499 |
| Input Shaft Cylindrical Roller Bearings 15 required |
C3AZ-7118-A C417Q BCA Federal Mogul |
| Main (output) Shaft 2WD (23-11/32") 32-37-28 Spline |
T170-2K E0TZ-7061-C 2604483 |
| Main (output) Shaft 4WD (19-11/32") 32-37-31 Spline |
T170-2M E1TZ-7061-C 2604466 |
| Counter Shaft 0.891" diameter 10-1/8" long |
WT296-3 2602657 |
| Counter Shaft Cylindrical Roller Bearings 42 required |
C4AZ-7121-A Timken QAR33724 BCA Federal Mogul C1086Q |
| Reverse Idler Shaft | WT296-35 2602658 |
| Reverse Idler Cylindrical Roller Bearings 44 required |
C0DZ-7121-A C407Q BCA Federal Mogul |
| Reverse Idler Gear 16T 25 Splines 3-17/32" long |
T170-10B 2603617 8132399 D7DZ-7141-A |
| Reverse Idler Sliding Gear 19 Spur Tooth |
T170-10C WT296-10C 2605066 8132402 D9BZ-7D223-A |
| 1-2 Synchro Sleeve w/ Mainshaft Reverse Gear 22 Spur Tooth |
WT296-81 2605139 |
| 1-2 Synchro Hub & Sleeve Asm (long keys) |
1AT170-80B 2670167 |
| 3-4 Synchro Hub & Slider Asm (short keys) |
1AT170-2.5B |
| 1-2 Fork | T170-23E |
| 3-4 Fork | T170-23F |
| Reverse Fork | T170-23G |
| RTS Shift Lever Steel Cap | E4TZ-7220-A |
| Shift Lever Insert (Ranger) 1-2-3-4-R | E2TZ-7N280-A |
| Shift Lever Insert (F-150 RUG) R-1-2-3-OD | E2TZ-7N280-B |
| Shift Lever Insert (F-150 T18, T19, NP435) 1-2-3-4--R | E2TZ-7N280-D |
| Shift Lever Insert (F-150 RTS) 1-2-3-OD-R | E4TZ-7N280-A |
| Iron RUG 3+1 Cluster Gear 32-35-23-15T Use w/ T170-11C, 18T Overdrive Gear from a 1978-86 Iron RUG CB, CD, or CL to convert an RTS 'D ratio' from 41.1% to 27.6% OD, or for use as a replacement gear in an existing 27.6% RTS 'B ratio' |
T170-8C D8UZ-7113-A 2603740 |
| Iron RUG 3+1 4th Gear (OD) 18T Use w/ T170-8C, 32-35-23-15 Cluster Gear from a 1978-86 Iron RUG CB, CD, or CL to convert an RTS 'D ratio' from 41.1% to 27.6% OD, or for use as a replacement gear in an existing 27.6% RTS 'B ratio' |
T170-11C D8UZ-7B340-A 2603737 |
| 41.1% RTS 'D ratio' AB 2WD AC 2WD AG 4WD BM 4WD BS 2WD BT 2WD ? BY 4WD 27.6% RTS 'B ratio' AD 2WD AE 2WD AJ 4WD BP 4WD BU 2WD BV 2WD BZ 4WD CA 4WD 37.9% RTS 'C ratio' AA 2WD AF 2WD AH 4WD AK 2WD BN 4WD BR 2WD BW 4WD |
E4TR BA E4TR CA E4TR GA E6TR EA E6TR JA E6TR KA E6TR PA E4TR DA E4TR EA E4TR JA E6TR GA E6TR LA E6TR MA E6TR RA E7TR AA E4TR AA E4TR FA E4TR HA E4TR NA E6TR FA E6TR HA E6TR NA |
Drivability Considerations ~ Torque and Power
Increased Torque and HP at the right RPM are required to go faster at lower engine RPM, not just mechanical overdrive gear ratios!
Any Model A or B Ford would benefit from the added engine torque and horsepower of a 5.5 or greater compression ratio cylinder head and a Stipe IB330 camshaft.
Essentially, top vehicle speed will occur when aerodynamic drag equals power output.
Proper gearing keeps the engine RPM in the useful range between "just below max torque" to “around max power” for all road speeds.
Lugging occurs when the engine is operated under load at below peak torque for any length of time.
Also, don't forget to improve your brakes!
Drivability and Suitability ~ Recommended Combinations
Highlighted below are the relative drivability improvements of various transmission gearings compared to the stock Model A gearing. Assumptions are based on stock tire sizes and engine configuration.
Assessments are based on general drivability and touring type usage. Not based on racing or any competitive performance usage.
Green-shaded transmissions, ratios, and attributes are preferred for improved drivability compared to stock Model A.
Yellow-shaded attributes are questionable.
Violet/Red-shaded are the least desirable.
| Three-Speed Transmission |
Rev | 1st | 2nd | 3rd | 4th | % OD | Optimal Drivability and Suitability ~ Recommended Combinations and Usage Notes |
|---|---|---|---|---|---|---|---|
Stock Model A 1928-31 |
3.745:1 | 3.12:1 | 1.85:1 | 1:1 | ~ | ~ |
|
Stock Model B 1932-34 |
3.383:1 | 2.820:1 | 1.604:1 | 1:1 | ~ | ~ |
Taller 1st and 2nd gear ratios compared to Model A. When coupled with a 27% Laycock, or 26% Mitchell driveshaft overdrive unit (or 36% OD unit with a 4.11:1 axle), this transmission would be an excellent solution for both low speed and high speed drivability, though without an internal transmission overdrive gear. CON: Significant added OD mass on torque tube. CON: Extra OD shift lever on floorboard with Mitchell OD. |
1931 Ruckstell Dual High |
2.50:1 | 1.00:1 | 0.80:1 | ~ | 25% |
2nd gear ratio is direct, 1:1 3rd gear ratio is a 25% overdrive, not 1:1. 1st to 2nd gear gap is actually worse than stock Model A. Increased engine Torque and HP are highly recommended. |
|
Mitchell Synchro 15% 2nd only Model A |
3:12:1 | 1.61:1 | 1:1 | ~ | ~ |
15% Taller 2nd gear ratio is similar to Model B. CON: Expense, but no improvement in 1st gear ratio. |
|
Mitchell Synchro 15% 1st & 2nd Model A plus Mitchell 26% TT OD |
2.71:1 | 1.61:1 | 1:1 | ~ | ~ |
15% Taller 1st and 2nd gear ratios are similar to Model B. When coupled with a 27% Laycock, or 26% Mitchell driveshaft overdrive unit (or 36% Mitchell OD unit with a 4.11:1 axle), this Mitchell transmission approaches the "Goldilocks" 3+1 OD RTS transmission solution for both low speed and high speed drivability, though without an internal transmission overdrive gear. CON: Significant added OD mass on torque tube. CON: Extra OD shift lever on floorboard with Mitchell OD. |
|
Mitchell Synchro 15% 1st & 2nd plus Laycock J-Type 27% TT OD Building for my 1930 Coupe w/ 3.78:1 |
2.71:1 | 1.61:1 | 1:1 | ~ | 0.79:1 27% |
15% Taller 1st and 2nd gear ratios are similar to Model B. The 27% Laycock J-Type electro hydraulic planetary torque tube overdrive, combined with this Mitchell transmission, exceeds the "Goldilocks" 3+1 OD transmission solution for both low speed and high speed drivability. PRO: Lightweight torque tube OD with electric shift switch. PRO: One-for-one transmission, torque tube, and driveshaft swap. No other driveline modifications. No levers, no cutting or modifying radius rods, torque tubes, crossmembers, brakes, etc. |
|
| 3+1 Overdrive Transmission |
Rev | 1st | 2nd | 3rd | 4th | % OD | Optimal Drivability and Suitability ~ Recommended Combinations and Usage Notes |
| Stock Model A 1928-31 |
3.75:1 | 3.12:1 | 1.85:1 | 1:1 | ~ | ~ | Model A BASELINE - Stock tire sizes and engine configuration. Stock Model A 1st and 2nd gear ratios are actually quite poor. Stock Model A 2nd to 3rd gear gap is actually quite large, and rear axle ratios and tires cannot improve this. |
| Stock Model B 1932-34 |
3.38:1 | 2.820:1 | 1.604:1 | 1:1 | ~ | ~ | Model B REFERENCE - Stock tire sizes and engine configuration. Stock Model B 1st and 2nd gear ratios are improved over Model A. Stock Model B 2nd to 3rd gear gap is improved over Model A. |
RTS 'C ratio' 37.9% Tremec T170FT RTS F-150 TOD |
3.01:1 | 3.01:1 | 1.78:1 | 1:1 | 0.72:1 | 37.9% | Suited for Model A and Early V8 Ford. (most often originally used in 4WD and 2WD Broncos (and F-150s) with the 5.8L 351 V8)
Taller 1st and 2nd gear ratios are more favorable compared to stock Model A. Conversely, 1st and 2nd gear ratios are slightly less favorable compared to stock Model B. Improved 2-3 shift gap compared to stock Model A. 4th gear (overdrive) ratio is less favorable for Fords with 3.78:1 axles, but is good for 4.11 axles especially in flathead V8 Fords, compared to RTS 'B ratio' transmissions. Better suited for city driving and general driveability. Increased engine Torque and HP are highly recommended for highway driving in OD (4th gear). |
Goldilocks Gearing 27.0% T170F RUG 3+1 Goldilocks gears in a T170FT RTS case Building for my 1932 B Fordor w/ 4.11:1 |
3.01:1 | 3.01:1 | 1.78:1 | 1:1 | 0.79:1 | 27.0% | Well suited for Model A and Early V8 Ford. (originally configured by Ford/Tremec in a T170F iron RUG SMOD case for an Econoline van with the 5.8L 351 V8, not an F-150 T170FT RTS TOD case) See the RUG SMOD Specification Table at top of page for the exact RUG 3+1 parts required to configure this transmission in an RTS case.
Taller 1st and 2nd gear ratios are more favorable compared to stock Model A. Conversely, 1st and 2nd gear ratios are slightly less favorable compared to stock Model B. Improved 2-3 shift gap compared to stock Model A. 4th gear (overdrive) ratio is more favorable for Model A and early V8 era Fords compared to 'C ratio' and 'D ratio' transmissions. Best suited for both city and highway driving, and across a range of axles, weights, and terrain. Increased engine Torque and HP are recommended. |
RTS 'B ratio' 27.6% Tremec T170FT RTS F-150 TOD |
3.25:1 | 3.25:1 | 1.92:1 | 1:1 | 0.78:1 | 27.6% | Despite being demonstrably somewhat 'worse' than a stock Model A for low speed and city drivability, the 'B ratio' is the most popular and commonly converted RTS, and is well accepted by many Model A owners with a 3.78:1 axle ratio.
1st and 2nd gear ratios are somewhat 'worse' than stock Model A, and considerably worse than a stock Model B. 2nd to 3rd gear gap is somewhat 'worse' than stock Model A, and considerably worse than a stock Model B. 4th gear (overdrive) ratio is more favorable for Model A and early V8 era Fords compared to 'C ratio' and 'D ratio' transmissions. Better suited for highway driving and/or underpowered engines. Increased engine Torque and HP are recommended. |
RTS 'D ratio' 41.1% Tremec T170FT RTS F-150 TOD |
3.25:1 | 3.25:1 | 1.92:1 | 1:1 | 0.71:1 | 41.1% | Not Recommended - no benefits for most driving cars! Basically a gear set designed for a grunt straight six work truck having a slow rear axle, but with an added highway OD gear to achieve federal fuel economy ratings.
1st and 2nd gear ratios are somewhat 'worse' than stock Model A, and considerably worse than a stock Model B. 2nd to 3rd gear gap is somewhat 'worse' than stock Model A, and considerably worse than a stock Model B. 4th gear (overdrive) ratio is very unfavorable for Model A and early V8 era Fords compared to 'B ratio' and 'C ratio' transmissions. Increased engine Torque and HP are required for highway driving in OD (4th gear). |
| Rev | 1st | 2nd | 3rd | 4th | % OD | ||
Green-shaded transmissions, ratios, and attributes are preferred for improved drivability compared to stock Model A.
Yellow-shaded attributes are questionable.
Violet/Red-shaded are the least desirable.
Conversion and Installation Considerations
It is recommended to use the Model AA truck four-speed transmission clutch (bell) housing rather than the Model A three-speed transmission clutch housing as the basis for the conversion.
The 1929-31 Model AA truck clutch housing is nearly 2" shorter fore-aft compared to a Model A three-speed housing, and its use requires no modification to the frame center crossmember for clearance to the transmission and U-Joint covers.
Both the Model AA and BB truck clutch housings have the same critical dimensions.
The inside diameter of the opening for the transmission front drive gear retainer is 4-3/4 inches (4.750").
The fore-aft dimension between the flywheel housing contact surface and the transmission case mounting surface is 5-9/16 inches (5.5625"). By comparison, a Model A clutch housing is longer at 7-5/8 inches.
The Model BB clutch housing does not have any front radius rod (wishbone) mounting provisions compared to a Model AA housing, but the BB housing is necessary when using a Model B/BB flywheel housing and uncut Model B oil pan. Model AA and BB flywheel housings and clutch housings are not interchangeable with each other. They must also be paired along with the corresponding A or B oil pan.
Use of either the Model AA or BB clutch housing does however require fabrication of brake and clutch pedal mounting provisions. A provision for mounting the emergency brake handle to the transmission must also be fabricated.
The shift lever opening position in the floorboard and mat is slightly affected, moving rearward from the stock Model A position.
The Model AA throwout bearing hub, AA clutch release shaft, both AA clutch arms, and Model A pressure plate are used with a 1949-57 Ford clutch disc B7A-7550-D.
A C5NN-7600 pilot bearing and C0NN-7580-A throwout bearing can also be used.
Alternatively, a 8-7/8 inch diaphragm pressure plate and matching clutch driven disc for a 1983-88 Ford four cylinder 2.3L Thunderbird or 1984-86 Mustang SVO 2.3L turbo can be mounted to a lightened and faced Model A or B flywheel by drilling and tapping six additional holes. The 2.3L turbo's 8-7/8 inch clutch disc hub has the same 1-1/16 inch x 10 spline as the Tremec RTS input shaft.
To provide clearance to the crossmember flange at center, cut off the top center bolt hole tabs on the inner and outer Model A universal joint upper clamshells, or alternatively, use the early V8 era four-bolt clamshells. Design the hole pattern in the rear main bearing retainer for the chosen clamshell design.
-
Drilling and tapping the front of the RTS case 6 places for the Model AA clutch housing attaching bolt locations.
-
Reduction of the RTS front main bearing retainer outside diameter size to fit the Model AA clutch housing 4.750 inch bore. (for reference, the stock Tremec retainer outside diameter is 4.850 inches)
-
Enlargement/sleeving of the RTS front main bearing retainer diameter to match the Model AA throwout bearing hub. This can be accomplished by cutting off the front snout of a Model A or Early V8 retainer, and JB Weld'ing it onto the RTS snout. The complementary IDs and ODs make this the easiest approach when maintaining the stock Model AA throwout bearing hub.
-
Fabrication of a throwout bearing return spring attaching bracket using the two upper bolts of the front main bearing retainer. A simple strap bracket spanning both bolts, with a turned flange with hole at the center will work.
-
Shortening of the RTS (main drive gear) input shaft pilot nose length by about 5/8 inches, and removal of about 1/4 inch of spline length from the front of the input shaft.
-
Replacement of the RTS tail shaft extension with a suitable rear bearing retainer adaptor plate.
(for reference, the stock Model A rear bearing retainer thickness is 1-5/16 inches (1.3125") between the gasket mounting surfaces.)
-
Shortening, splining, drilling and tapping of the rear of the RTS transmission output (main) shaft for mounting the Model A universal joint. A 4WD RTS shaft is better than a 2WD shaft as a starting point, and provides more 'meat' at the U-joint spline location, but either RTS shaft can work.
- Adaptation of the RTS shift lever to suit the user's needs. A 1980-86 Jeep T176 one-piece cane shift lever can be easily adapted to replace the Ford stub shifter shaft. Search for Crown Automotive 5359835 shift lever.
Disassemby and Reassembly Tools
Remove the six tower attaching screws and then use the four pry bar tabs on the shifter tower/cover casting for leverage in order to break the bond of the anaerobic gasket sealer to the case. That's what the tabs are there for!
The shift tower rolls out slightly towards the right side during removal, rather than lifting straight up from the case. Opposite for reassembly.
Additionally and importantly when re-installing the shift tower to the case: the reverse idler sliding gear must be positioned fully towards the rear, the transmission gears and shift tower must be in the second gear position, and all three forks must be aligned with their respective grooves in gears, sleeves, and hubs.
Failure to position the reverse idler sliding gear to the rear for reassembly will cause the reverse fork to be out of position (and behind its groove in the sliding gear). Reverse cannot be engaged in that condition, though 1st through 4th will still shift.
Note: If you are doing these tasks in any complete vehicle with an upholstered interior, it may be wise to first remove the lever from the tower. Unscrew the large threaded steel cap at the lever pivot and remove the lever with the transmission in second gear. Then proceed as described above for shift tower removal and installation to the case.
Because of the unique internal design, construction, and gear diameters of the RUG 3+1 and RTS overdrives, neither the input nor output shaft can readily be removed from the case without first pulling the press-fit ball bearings from the case and shafts, as well as pulling the countershaft. The opposite sequence is necessary for reassembly. Special Ford Rotunda service tools were developed in order to accomplish this without damage while the trans is on the bench.
Even after removing the bearings, there are a number of steps in particular sequence necessary to get the entire transmission apart and the case emptied. It is not as easy or straightforward as working on a conventional Ford four-speed performance toploader of the 1960s-70s.
| Ford Rotunda/OTC ~ Essential Service Tools for Toploader Transmissions | ||
|---|---|---|
| Rotunda Tool Number | Bold-on-Green shaded tool numbers are very useful for RTS 3+1 OD | |
| T57L-500-B | Bench Mounted Holding Fixture | |
| T64P-7111-A | Dummy Countershaft Tool | |
| T64P-7140-A | Dummy Reverse Idler Shaft Tool (4") (RAB, RAN, RUG) | |
| T75L-7025-A | Transmission Bearing Service Set | |
| T75L-7025-B | Remover/Replacer Tube (Short) (OTC= 308-024) (RTS Input Shaft Bearing Remove/Install) |
|
| T75L-7025-C | Remover/Replacer Tube (Long) (OTC= 308-025) (RTS Output Shaft Bearing Remove/Install) |
|
| T75L-7025-D | Bearing Collet (2), Car-Large (HEH, RUG, RUG-BP Output, 35/80/21mm 307 size) |
|
| T75L-7025-E | Bearing Collet (2), Car-Small (Output, 35/72/17mm 207 size) |
|
| T75L-7025-F | Bearing Collet (2), Truck (RUG-Cx 3+1, RTS, SROD, 40/90/23mm 308 size) |
|
| T75L-7025-G | Bearing Collet Sleeve (Car) (OTC= 308-029) (HEH, RUG, RUG-BP Output) (207/307 size) |
|
| T75L-7025-H | Bearing Collet Sleeve (Truck) (OTC= 308-030?) (RUG-Cx 3+1, RTS, SROD) (209, 308 size) |
|
| T75L-7025-J | Forcing Screw (15/16"-12 x 8-3/8") (RUG 3+1, RTS Input Shaft Remove; 2WD Output Shaft Remove) |
|
| T75L-7025-K | Bearing Shaft Collar Installer (OTC= 308-031) (RTS Input/Output Shaft Bearing Install) |
|
| T75L-7025-L | Threaded Shaft Adaptor (OTC= 308-032) (Internal/External Threaded) (for RTS w/ Model A U-Joint Splines) |
|
| T75L-7025-M | Bearing Shaft Collar Installer (OTC= 308-033) (0.960" ID Ranger M5OD-R1) |
|
| T75L-7025-N | Bearing Shaft Collar Installer (OTC= 308-034) (0.812" ID Ranger RAD) |
|
| T75L-7025-P | Bearing Shaft Collar Installer (OTC= 308-035) (1.065" ID RTS 2WD Output Shaft Bearing Install; Ranger M5OD) |
|
| T75L-7025-Q | Replacer Dummy Bearing (OTC= 308-036) (Borg Warner T-18, T-19; 35/40mm ID, 72/90mm OD) |
|
| T75L-7025-R | Bearing Shaft Collar Installer (OTC= 308-037) (Borg Warner T-18, T-19) |
|
| T75L-7025-S | Bearing Shaft Collar Installer (OTC= 308-038) (Borg Warner T-18, T-19) |
|
| T77F-7050-A | Seal Installer (Input Bearing Retainer) | |
| T77F-7050-B | Seal Remover (Input Bearing Retainer) | |
| T77L-7025-F | Transmission Bearing Service Set (RUG-BP) | |
| T77L-7025-A | Bearing Collet (2), (3.3465 OD) (OTC= 308-065) (HEH, RUG, RUG-BP Input, 45/85/19mm 209 size) |
|
| T77L-7025-B | Dummy Bearing (OTC= 308-066) (HEH, RUG, RUG-BP Output 35/80/21mm 307 size) |
|
| T77L-7025-C | Remover/Replacer Tube (Short) (OTC= 308-067) (RUG 3+1, RTS, SROD Input Shaft Bearing Install) |
|
| T77L-7025-D | Shaft Clamp (OTC= 308-068) (RUG 3+1, RTS, SROD Input Shaft Bearing Install) |
|
| T84T-7025-A | Bearing Replacer (OTC= 308-091) (RTS 4WD Output Shaft Bearing Install) |
|
| T84T-7025-B | Forcing Screw (15/16"-12 x 11.5") (OTC= 308-092) (RTS 4WD Output Shaft Bearing Remove) |
|
| Fabricate | Bearing Installer ~ Double-Stud Adaptor (for modified RTS Output Shaft with Model A U-Joint Splines) (use with T75L-7025-L and T75L-7025-B ) |
|
| Fabricate | Alternate Bearing Installer ~ Heavy Bushing (for modified RTS Output Shaft with Model A U-Joint Splines) (use with T75L-7025-K, T75L-7025-R, T75L-7025-B, and hex bolt ) |
|
| Fabricate | Bearing Remover ~ Button-Head Centering Stud (for modified RTS Output Shaft with Model A U-Joint Splines) (use with T75L-7025-F, T75L-7025-B, and T84T-7025-B) |
|
| Fabricate | Alternate Bearing Remover ~ Hex Bolt Centering Stud (for modified RTS Output Shaft with Model A U-Joint Splines) (use with T75L-7025-F, T75L-7025-B, and T84T-7025-B) |
|
| Purchase | Pry Bar, Pin Punch, Hammer, Snap Ring Pliers, 1/2" & 5/8" Tools, Chain Wrench for Shift Lever Cap |
|
More related information on Ford Garage:
- For more Model A & B related information, use the Site Search box at the top or bottom of this page.
- Model A Ruckstell Dual High Transmission
- Model A Mitchell Synchronized Transmission
- Model A & B Rear Axle Gear Ratios
- Model AA Four-Speed Transmission Clutch Housing
December 2017