Hello all, I picked up a pile of flathead 3 speed transmissions, shifters and housings last weekend and this one has me wondering. It is a 1940 V8-60 according to it’s serial number 54-541XXX. It looks like someone did some modification in the area for the starter. Question 1: Was this modification done to enable it to be installed on the bigger flathead V8? Question 2: It has a cluster gear with the following tooth count 29-24-18-14. Does this mean it’s internals are the same as the ‘42 to ‘47 half ton commercial? Question 3: Question two’s answer may answer this but will the guts from this ‘40 V8-60 fit in a 78-7006 top shift case? Straight install or will there be mix n match? Question 4: (Not V8-60 specific) Which of the 78-7006 housings (B, C, or T) are considered “best” or “strongest”? For what reasons? Thanks, Swerve
I,m still doing the Covid-19 cleanup in the garage. Last week i found the 1932 cut-in-half gearbox that i did,nt even know i had ( other thread ) and yesterday i found this dirty old gearbox. So it only took 20 minutes to take apart and in my excitement how easy that went i did,nt even notice the bump in the casing . Serial number is 54 - 491428. This will also fit the 21/24 stud flathead once i figure out what to do with the bump. Also a photo of the cut 1932 gearbox. So if you have any gearboxes with damaged casing don,t trash them. They can be used as a adapter .
That's a V8 60 transmission, cut out is for starter clearance. There have been several threads on here about the 60 transmissions.
The side loader transmission with the 60hp serial number is definitely from a 1940 Ford passenger car that came from the factory with the V8-60 engine. The odd “cut-out” area on the right hand side was to clear the starter bendix, and is missing the pressed steel cap that Ford crimped into the opening to close it off. The 1940 version of the 60hp transmission was an improvement in that it was designed for the 85hp gears including the newer type synchronizer. So technically, you can swap in any of the 85hp type gears.
Thank you to those of you who have contributed info so far... Anyone able to answer #4? I plan to call Van Pelts tomorrow, I will post my findings...
the 78 series case started in 37, i believe, and ran up to 40 in cars, and 52 in pickups (with open drive) . the early case is plain on the bottom, later some have a cast rib that runs back to the drain plug, and has a deeper well in front for bigger cluster gear, and then some have that rib on the bottom running the full length of the case. old wives tale is that the full rib is stronger, but i have never heard any proof of that.
i'm gonna expand a bit, since i am doing nothing, the big rib down the whole length looks impressive, no dought. however, most times these transmission's fail from someone dumping the clutch with big power, or from a broken tooth going thru the gears, its the front wall that cracks. power applied makes the drive gear and the counter shaft gear want to walk away from each other. same with a chunk going thru the gears, they need more room to pass the chunk thru. so, again cracks in the front wall between the input shaft bearing, and the hole for the counter shaft. so...how is the big rib on the bottom going to help???? now, for fun, my old friend grumpy, now 89, likes to tell about dumping the clutch in his 34 coupe in the 50's and it blew the whole bottom off the case! cluster gear and oil puddle in the street. drove home in high gear. damn kids!