Model A & B

Ford Garage

F-150 TOD Transmission Conversion

Tremec T170FT RTS

Fifty-seven pages of detailed official Ford disassembly and reassembly photos, diagrams, and instructions

The 1984-87 Ford F-150 TOD Topshift Over Drive is a 4-speed manual transmission with the 'third' gear internal position as an overdrive. Sometimes known as a 3+1 Overdrive.

The SROD case and shifter variants were used in cars and vans and are a Side Rail Over Drive with a tailshaft gate shifter or integral turret shifter, but not a top shifter.

This TOD top shift overdrive transmission was made for Ford by Tremec, and it is known as a T170FT RTS. It was produced in three different overdrive ratios for use in Ford F-150 full-size light-duty 2WD and 4WD pickup trucks. (The car/van SROD is a T170FS).

With its tower-located cane shifter, the RTS transmission has been a popular choice for Model A and early V8 Ford four-speed overdrive transmission conversions, and a number of people have made complete kits available to do the transmission swap and conversion.

Ford Parts and Service Division
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
Ford Type: Four-Speed Manual TOD
Topshift Over Drive
Manufacturer: Tremec
Tremec Type: T170FT RTS
Remote Tower 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
Notes: Case has no drain plug
TOD = Topshift Over Drive
RTS = Remote Tower Shift
According to the information published in the official Ford Parts and Service Division TOD and SROD Service Manual, the three different overdrive ratios produced in the Tremec T170FT RTS series transmissions are identified as 'B', 'C', and 'D'.

Code 'B' = 27.6% overdrive (302 V8, 300 I6)
Code 'C' = 37.9% overdrive (351 V8)
Code 'D' = 41.1% overdrive (300 I6)

These Ford code letters are utilized in Columns 2 and 3 in the Transmission Specifications table below to organize the part gearing information of the three different overdrive configurations.

Tremec T170FT RTS (TOD) Identification

There is both a Ford part number and a Tremec part number cast into the LH side of the aluminum case. The first (1984) style case is marked RF-E4TR-7006-AA and C-2604877, and the second (1985+) style case is marked RF-E5TR-7006-AA and C-2605524.

You may also find a similar four-speed 'RTS style' non-Jeep-input, top shift aluminum case transmission, but without Ford casting numbers or logo, and having only a Tremec case number C-2605275.

These 'RTS clones' were made by Tremec, but are not marked 'RTS' on the steel tag. I believe they may have been non-Ford replacement F-150 transmissions supplied by Tremec to aftermarket transmission shops. Anybody know different?

The overdrive ratio of a Tremec RTS transmission can be identified by a sheet metal 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 Tremec tag should be 'RTS', and be 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 will identify the overdrive ratio as originally built by Tremec.

Beyond identifying the OD ratio, the two-character alpha code following the 'RTS' will identify the original transmission assembly as being for a 2WD or 4WD, and identify which speedometer drive gear it was originally equipped with (function of tire size and rear axle ratio combinations).

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.

The various other codes stamped on the Tremec tag identify the production date, the Ford service designation number, and the Tremec unit serial number.


Tremec T170FT RTS (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.

Peach-shaded cells indicate parts which are still generally available new in the aftermarket.
T170FT TOD RTS 3+1
Aluminum Top Shifter
Transmission Codes		 % OD Ford, Tremec, and Aftermarket Part Numbers and Tooth Counts
Tremec Codes
T170FT
Steel ID Tag
Alpha Codes		 Ford
TOD / SROD
Service Manual
OD Ratio
Letter Code		 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 shared)		 1st
Gear
(1 shared)

RTS wide

AB, AC, AG,
BM, BS, BY
4WD: BT
D

(4.9L I6 /
300cid I6)

good for
case, input,
shifter top,
1 & 2 gears		 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

2-21/64"
diameter		 29T

E0TZ-7102-A
(2604232)
2605214
T170-21F		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B

RTS wide

AD, AE, AJ,
BJ, BP, BU,
BV*, CS
4WD: BZ*
*=obsoleted
B

(5.0L V8 /
302cid V8)

(4.9L I6 /
300cid I6)		 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
(interchange
w/ SROD?)		 3rd
Direct		 18T

E0TZ-7B340-B
2604242
T170-11J

(interchange
w/ SROD?)		 29T

E0TZ-7102-A
(2604232)
2605214
T170-21F		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B

RTS narrow

AA*, AF*, AK,
BN, BR*, BW
4WD: AH
*=obsoleted
C

(5.8L V8 /
351cid V8)		 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
(interchange
w/ SROD?)		 3rd
Direct		 18T

E0TZ-7B340-B
2604242
T170-11J

1G forward
(interchange
w/ SROD?)		 29T

E0TZ-7102-A
(2604232)
2605214
T170-21F

0G		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B

2G central
T170F SROD RUG 3+1
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
Wide Ratio

D7DR-7006-AA
2603606
Orion RUG BP
Ford RUG BP
77-78 Granada/Monarch		 23.6%

1st=3.2889
2nd=1.8381
3rd=1.0000
4th=0.8094		 37-40-26-15

2603885
D7DZ-7113-A
T170-8B		 24T

D7DZ-7017-A
2603596
T170-16E

8-7/8" long		 3rd
Direct		 21T

D7DZ-7B340-A
2603884
T170-11B

diameter?		 31T

D7DZ-7102-A
2603612
T170-21B

diameter?		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B
Narrow Ratio?

D7DR-7006-AA
2603606
Ford RUG CA
 3rd
Direct		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B
Wide Ratio

D7DR-7006-AA
2603606
Orion RUG CB
Ford RUG CB
Orion RUG CL
Ford RUG CL
79-84 Econoline		 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

D8UZ-7017-A
2604484
T170-16F

8-7/8" long

(interchange
w/ RTS?)		 3rd
Direct		 18T

D8UZ-7B340-A
2603737
T170-11C

2G wide

(interchange
w/ RTS?)		 29T

D8UZ-7102-A
2603738
T170-21C

2G wide

(interchange
w/ RTS?)		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B

0G
Wide Ratio

D7DR-7006-AA
2603606
Orion RUG CD

78-79 F150
302 V8		 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

D8UZ-7017-A
2604484
T170-16F

8-7/8" long

(interchange
w/ RTS?)		 3rd
Direct		 18T

D8UZ-7B340-A
2603737
T170-11C


(interchange
w/ RTS?)		 29T

D8UZ-7102-A
2603738
T170-21C


(interchange
w/ RTS?)		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B
/td>
Narrow Ratio

D7DR-7006-AA
2603606

Taller 1-2 gears
Goldilocks Gearing
(not configured in RTS)
79-84 Econoline		 27.0%

1st=3.0061
2nd=1.7767
3rd=1.0000
4th=0.7874		 31-34-23-15

D8UZ-7113-B
2603745
T170-8D		 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

(interchange
w/ RTS?)		 29T

D8UZ-7102-A
2603738
T170-21C

2G wide

(interchange
w/ RTS?)		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B

0G
T170FS SROD RUG 3+1
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
D9BR-7006-AB
2604194

Ford RUG DB
Ford RUG DC
Ford RUG DN
Ford RUG EL
Ford RUG EM 20T
Ford RUG FE
Wide Ratio

79-83 Granada/Monarch
6 Cylinder		 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		 20T (21T ?)

D9BZ-7B340-A
2604181
T170-11F

diameter?		 31T

D9BZ-7102-A
2603894
T170-21E

3-50/64"
diameter		 32T

D9BZ-7A029-B
2604300
J8132389
T170-12B
Wide Ratio

79-83 F-150
6 Cylinder		 24T

D9BZ-7017-A
2603827
T170-16H

9-5/8" long
Wide Ratio

79-83 Mustang/Capri
6 Cylinder		 24T

D9ZZ-7017-A
2603898
T170-16M

11-1/16" long
Narrow Ratio

79-83 Granada/Monarch
8 Cylinder		 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
Narrow Ratio

79-83 F-150
8 Cylinder		 25T

D9BZ-7017-B
2603926
T170-16J

9-5/8" long
Component Parts Part Numbers
RTS Aluminum Main Case

Face-to-Input Nose 6-7/16"
Case-to-Retainer Nose 3-21/32"		 T170-1F
E4TZ-7005-B
C-2604877
C-2605524
Main Drive (Input) Gear Ball Bearing
Main (output) Shaft Ball Bearing

2.5mm spacer shim		 308L4
40mm ID x 90mm OD x
23mm Wide, w/ lock ring
D8OZ-7025-A
KOYO 83763-1
KOYO 83763-3
E5TZ-7025-C
KOYO NU308C3
743202-L4
Front Bearing Retainer
Overall Length 3-7/8”
Outside Diameter 1-3/8"
For 1-1/16" shaft
Retainer OD 4.850"		 T170-6C
326724A
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 WT296-3
2602657
Reverse Idler Shaft WT296-35
2602658
Reverse Idler Gear
16T		 T170-10B
2603617
Reverse Idler Sliding Gear
19T
 T170-10C
WT296-10C
D9BZ-7223-A
2605066
1-2 Synchro Sleeve
w/ Mainshaft Reverse Gear
22 Spur Tooth		 WT296-81
2605139
1-2 Synchro Hub & Sleeve Asm 1AT170-80B
2670167
3-4 Synchro Hub & Slider Asm 1AT170-2.5B
1-2 Fork T170-23/23E?
3-4 Fork T170-23A/23F?
Reverse Fork T170-23B/23G?
4th Gear (O.D.)
18T
1978-84 Iron RUG CB, CD, CL
Use w/ T170-8C Cluster Gear
32-35-23-15T to update
RTS from 41% to 28% OD		 T170-11C
D8UZ-7B340-A
2603737
AB 2WD
AG
BM
BS 2WD
BY
BT 4WD
AD
AE
AJ
BJ
BP
BU 2WD
BV
CS
BZ 4WD
AA
AF
AK
BN
BR
BW
AH 4WD		 E4TR

IMO, the "Goldilocks" Tremec RTS transmission for a Model A or Model B would be a combination of the the 1st and 2nd gear ratios of a Ford "Code C" transmission, combined with the 4th gear overdrive ratio of a "Code B" transmission. Refer to RUG parts to swap to RTS case to accomplish.

Refer to the Drivability and Suitability ~ Recommended Combinations section at the bottom of this web page for further explanation of why that configuration would theoretically be the "Goldilocks" transmission for an early Ford conversion.

1985 F-150 2WD Regular Cab Pickup
1987 F-150 2WD Regular Cab, Six Cylinder with Tremec T170FT RTS transmission

When still in a vehicle, the Tremec RTS/TOD transmission can also be identified by the Ford transmission family "B" (Tremec 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, as shown above.


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 shorter fore-aft than a Model A three-speed housing and its use requires less (if any) 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 (4.750) inches. The fore-aft dimension between the flywheel housing contact surface and the transmission case mounting surface is 5-9/16 (5.5625) 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 oil pan. Model AA and BB flywheel and clutch housings are not interchangeable with each other. They must be paired along with the 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.

The system conversion based on the Model AA clutch housing also requires the shortening of the Model A torque tube, drive shaft, and rear radius rods approximately 1-1/2 inches.
Modification to the Tremec transmission itself involves:

The Model AA throwout bearing hub, clutch release shaft, arm, and pressure plate are used.a 1949 Ford clutch disc. A Ford 8N-7550 clutch disc, A C5NN-7600 pilot bearing and C0NN-7580-A throwout bearing can also be used.

Alternatively, a 9 inch diaphragm pressure plate and matching clutch driven disc for a 1983-88 Ford Thunderbird or 1984-86 Mustang SVO 2.3L turbocharged four cylinder can be mounted to a lightened and faced Model A or B flywheel by drilling and tapping six additional holes. The Thunderbird's 9 inch clutch disc hub has the same 1-1/16 inch x 10 spline as the Tremec RTS input shaft.


Drivability Considerations

Overdrives are a Physics problem, not just a Mathematics problem!

Increased Torque and HP at the right RPM are required to go faster, not just mechanical overdrive gear ratios!

Any vehicle 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.

Stock Model A Torque and Horsepower Curves
Improper gearing results in lugging the engine at low RPMs and destroying Babbitt engine bearings!

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!

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.

Drivability and Suitability ~ Recommended Combinations

Blue-shaded attributes are equivalent to the stock Model A.
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 ~ ~
  • 4.11 rear axle in a heavy-medium weight car and/or hill terrain.
  • 3.78 rear axle in a medium-light weight car.
  • 3.54 rear axle in a light weight car and/or flat terrain.
Stock Model B
1932-34		 3.383:1 2.820:1 1.604:1 1:1 ~ ~
  • 4.11 rear axle in a heavy-medium weight car and/or hill terrain.
  • 3.78 rear axle in a medium-light weight car.
The taller 1st and 2nd gear ratios of the Model B (and early V8) transmissions improves the drivability and shift points greatly compared to that of the Model A transmission.
When coupled with a 28% Mitchell driveshaft overdrive unit, this transmission would be the "Goldilocks" solution for both low speed and high speed drivability, though without a transmission overdrive gear.
1931 Ruckstell
Dual High		 2.50:1 1.00:1 0.80:1 ~ 25%
  • 4.11 rear axle in a heavy-medium weight car and/or hill terrain.
  • 3.78 rear axle in a medium-light weight car.
1st gear ratio is even taller than Model B.
2nd gear ratio is direct, 1:1.
3rd gear ratio is a 25% overdrive, not 1:1.
Increased engine Torque and HP are highly recommended.
Mitchell Synchro
15% 1st		 2.71:1 1.85:1 1:1 ~ ~
  • 4.11 rear axle in a heavy-medium weight car and/or hill terrain.
  • 3.78 rear axle in a medium-light weight car.
Synchronized 2nd and 3rd gears.
15% Taller 1st gear ratio is similar to Model B.
Mitchell Synchro
15% 1st & 2nd		 2.71:1 1.61:1 1:1 ~ ~
  • 4.11 rear axle in a heavy-medium weight car and/or hill terrain.
  • 3.78 rear axle in a medium-light weight car.
Synchronized 2nd and 3rd gears.
15% Taller 1st and 2nd gear ratios are similar to Model B.
When coupled with a 28% Mitchell driveshaft overdrive unit, this transmission would be the "Goldilocks" solution for both low speed and high speed drivability, though without a transmission overdrive gear.
Four Speed
Transmission		 Rev 1st 2nd 3rd 4th % OD Optimal Drivability and Suitability ~
Recommended Combinations and Usage Notes
Stock Model A 3.75:1 3.12:1 1.85:1 1:1 ~ ~ BASELINE REFERENCE - Stock tire sizes and engine configuration
Stock Model B
1932-34		 3.38:1 2.820:1 1.604:1 1:1 ~ ~ BASELINE REFERENCE - Stock tire sizes and engine configuration
Code C
Narrow

37.9%

Tremec
T170FT RTS
F-150 TOD		 3.01:1 3.01:1 1.78:1 1:1 0.72:1 37.9%
  • 4.11 rear axle in a heavy-medium weight car with added power and/or flat terrain.
  • 3.78 rear axle in a medium-light weight car with added power and/or flat terrain.
  • 3.54 rear axle in a light weight car and/or flat terrain.
Fully synchronized.
Taller 1st and 2nd gear ratios are much more favorable compared to stock Model A.
4th gear (overdrive) ratio is less favorable for Model A and early V8 era Fords compared to code "B" transmissions.
Better suited for city driving and general driveability.
Increased engine Torque and HP are highly recommended for highway driving.
Goldilocks
Gearing
Narrow

27.0%

T170F RUG
SROD gears
into
T170FT RTS
TOD case		 3.01:1 3.01:1 1.78:1 1:1 0.79:1 27.0% For Model A and Early V8 Ford.
(never originally configured in a T170FT RTS case by Ford/Tremec).
See Specification Table at top of page for parts required.
  • 4.11 rear axle in a heavy-medium weight car and/or hill terrain.
  • 3.78 rear axle in a medium-light weight car.
  • 3.54 rear axle in a light weight car and/or flat terrain.

Best suited for both city and highway driving, and across a range of weights and terrain.
Increased engine Torque and HP are recommended.
Code B
Wide

27.6%

Tremec
T170FT RTS
F-150 TOD		 3.25:1 3.25:1 1.92:1 1:1 0.78:1 27.6%
  • 3.78 rear axle in a medium-light weight car.
  • 3.54 rear axle in a light weight car and/or flat terrain.
  • 3.27 rear axle in a light weight car and/or flat terrain.
Fully synchronized.
1st and 2nd gear ratios are worse than stock Model A.
4th gear (overdrive) ratio is more favorable for Model A and early V8 era Fords compared to code "C" and "D" transmissions.
Better suited for highway driving and/or underpowered engines.
Increased engine Torque and HP are recommended.
Code D
Wide

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 cars!
  • 3.78 rear axle in a light weight car and/or flat terrain.
  • 3.54 rear axle in a light weight car and/or flat terrain.
  • 3.27 rear axle in a light weight car and/or flat terrain.
Fully synchronized.
1st and 2nd gear ratios are worse than stock Model A.
4th gear (overdrive) ratio is very unfavorable for Model A and early V8 era Fords compared to code "B" and "C" transmissions.
Increased engine Torque and HP are required for highway driving.
Blue-shaded attributes are equivalent to the stock Model A.
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.

More related information on Ford Garage:

  1. For more Model A & B related information, use the Site Search box at the top or bottom of this page.
  2. Model A Ruckstell Dual High Transmission
  3. Model A Mitchell Synchronized Transmission
  4. Model A & B Rear Axle Gear Ratios
  5. Model AA Four-Speed Transmission Clutch Housing

December 2017