I've dug around the net long enough. I've got a Ford 3 speed trans that is supposed to be out of a '63 F250 w/ a Y-block. Tag reads; HEF 041216. I'm assuming it should say something after the HEF, but I can't see it. I'm looking to buy a basic rebuild kit, but I think the '63-'64s may be different than the later ones? I'd like to A) find out which kit I need & B) find out where to buy that kit & C) find out what the gear ratios are. I'm thinking this is a good candidate for the Jeep shift tower conversion.
My 86 year old mom doesn't have a smart phone, but she has a little digital camera....she forgot how to use it, but still, there's more than one way to get a picture onto your post...smart phones are not required.
63 was the first year for the 3.03 fully synchronized three speed. As far as I know it went in everything except the lowly six cylinder Falcon, including pickups. Being an F250, it may be an outlier, but I suspect not.
Jim is right,,,,,,,pics make all the difference usually. A lot of guys here can view a pic and tell you more than the numbers can . There’s a lot of talent on here ,,,,,(,myself excluded ),,,,these guys amaze me sometimes . Tommy
Google David Kee Transmissions. Giving them all the numbers will reveal ratios, and rebuild kits. I thought 1964 was the first year the toploader was used. 3 speeds came in two ratios-close (2.42,1.61,1.00) and wide (2.99, 1.75,1.00) Truck transmissions were usually wide.
I have a camera. It's just a production to do it. I will try later. But yes, it is a top loader with a short tail shaft. I've seen the David Kee stuff, his 3 speed ID chart starts at '65 & doesn't include the F-series trucks. That's one reason why I'm asking about the '63-'64s being different. Plus, I understand there are different sized sychros in some of them. So, trying to buy the correct rebuild kit (before tearing it apart) & not having all of the tag code (nothing readable after the HEF) is why I asked the knowledge base here. It came with what I was told is a Y block bell housing. I found conflicting info on whether the 6 cyl trans was different than the V8. And conflicting info on gear ratios as well.
Pull the cover off, count teeth.... Hollanders lists several different suffixes for the HEF transmissions. They're all for different flavors of 1965 trucks. If you can't do pictures of yours, then use google images or ebay to find pictures of transmissions that look just like yours, and post them here, and let folks know that they are NOT yours, but that yours looks like the one in the picture. I really am trying to help, but you have to step up, and make it possible for us to help.
@squirrel - I know. I just assumed somebody was a 3.03 guru and could rattle off the numbers. I got some pics & some numbers. My pic of the tag, is starting to look like there is an A after HEF. Didn't see that in the shop light. On the body by the shift levers: C3AR 7006(case part #, I assume) BS 4D30 (date code?) DIF. Tail shaft: C3TR-7A040-C.
The date code 4 D 30 means April 30, 1964. I bet with some persistent use of abrasives, you could find the rest of the letters and numbers on that tag. Thanks for the pictures, helps a lot! Might also want to include one of the front of the transmission, showing all of the input shaft, and the face that bolts to the bellhousing.
I'll get that pic for you. My son is in auto mechanics at the local tech college & it's manual trans time. He wanted one to rebuild. I was hoping to get the kit w/o tearing it apart - so he can do the tear down too. Just don't wanna get one with the wrong size synchros.
Don't know if any of this helps, but here's some quick measurements: mounting face to end of input shaft 7 1/4"; diameter of bearing retainer 4 1/2"; 10 spline input 1 3/8"
C3AR 7006 E breaks down into C3 (1963 casting design) AR (full size car, also used in trucks) 7006 (transmission case part) E (5th engineering revision of that part). C3TR on the tail shaft housing- T is truck. Since it does not have a cast in mount on the tail shaft housing, it was designed for use with a bell housing that had frame mounts. I think the Y block bell for trucks had that, not sure about car bell unless it was an early one.
Early Ford bolt pattern. Ford went to the wider trans bolt pattern in '65 , at least for the cars. But it might have been a mid year production change. Some were drilled for both the narrow and wide pattern. The narrow pattern full syncro 3 speed out of a '64 comet had the narrow pattern. Also check the output spines. My '64 had a different tooth count than did the latter one I eventually replaced it with.
So that pretty much confirms that it really is a '63 F250. I have the bell that came with it & it looks to be a truck part w/ mounts. Now, my plan to put the T150 shifter on it & use it behind a 401/425 Nailhead might not be the way to go. Unless I can fab some mounts off the aluminum Nailhead bell I have that fits this trans. Either way, I still can't find a rebuild kit for the '63-'64 3.03.
Nothing to add worthwhile, but that’s the cleanest transmission I’ve ever seen pull from a 3/4 truck!
The 1963 part number, with a 1964 casting date, is exactly what we'd expect for a part that was used in both 1963 and 1964.
Is the input shaft long enough to work with the nailhead bell? Changing out to a longer output shaft and case with a mount would also work.
@Bangingoldtin Think that'll work? Offy 5031. '57-up Nailhead to '49-'64 Ford & '51-'64 Merc trans. I could easily build a rear mount off the tail shaft bolts to make it easy to put in my chassis. @choffman41 I'm not seeing the "G" on my tag. It looks like an "A".
It looks like the input shaft sticks out about an inch too far for that stack up. So if you put an inch or so adapter between the bellhousing and transmission it should end up just right.
As an aside, all the Yblock truck bells had the mounts on the bellhousing so far as I’ve seen. And they’re deeper than the car bell, so the input shaft is longer. Seems to fit with what you’ve got.
My tailshaft is a little longer and has a mount casting ('64 FE car) HD unit, the light duty one has a aluminum tailshaft (6 and small V8 cars). Trucks = short tailshaft (some have the yoke bolted on) HD steel car unit = mid length light duty car aluminum = longest length
The '49 to '64 Ford transmission is not the same as the top loader. If you have the motor, bolt the Offy bell on it and using threaded rod into the back of the bell, slide the transmission in until the input shaft bottoms out into the pilot bushing. Back the transmission out about 1/8" and measure the gap between the transmission and bell to see how thick a spacer needs to be. I would think anything over an inch is going to cause clutch fork issues.