With all the cliches thrown out today a 510” SOHC 64 Ford Galaxie with injector stacks sticking out of the hood you’d think it might be a “Bad Boy” and not a “Big Girl” ….. Insult?
I briefly owned a '63 Impala Convertible that originally came with a 348, 3 speed console shift. The engine & trans were gone when I got it, so no insight as to what it was, but I remember thinking of it as a rarity, most being 4 speeds.
Here's an article I found on the BW T85/T89 series : "Few transmissions can claim to be as popular with American manufacturers as the Warner T-85. From the mid-Fifties to the early-Sixties, you were likely to see it mounted behind the engines of most U.S. car makers. The helical-cut gears offered in the T-85 made it a much quieter transmission than its predecessors, which lent to its popularity as standard equipment in many three-speed applications during that time period. Some manufacturers such as American Motors and Ford added an electric overdrive, also designed by Warner, to the tail housing to make this transmission more reliable at highway speeds and more fuel-efficient. The T-85 was also the transmission that Warner tinkered with to build its most popular four-speed transmission, the T-10. The T-85 is popular with many classic car enthusiasts because it can be installed behind just about any engine size and can handle the higher torque and horsepower engines with ease. Although not used in any Chevrolets as original equipment, the T-85 will replace the weaker Saginaw three-speed with minimal installation problems. The T-85 has a 9-bolt D-shaped side cover to access the gears and side-shifting linkage that was inline rather than staggered, as they are in the T-89, so the T-85 shares those same features with the T-10. The case is 9 1/2 inches long and made of cast-iron, making the T-85/89 transmission both very strong and very heavy. Its initial use was in performance V-8 engine applications such as 1955 Packards and Mercurys, 1956 Studebakers and the turbocharged 1957 Ford Thunderbirds. First gear was not synchronized, although second and third gears were, using 36-tooth bronze synchronizer rings. The T-85/89 uses a four-step cluster gear. The major difference between the two transmissions is the mainshaft; the T-85 uses a helically cut first and reverse mainshaft, whereas the T-89 has a straight-cut mainshaft. When Warner built the T-85 into the T-10, it put the fourth gear in the reverse position in the gear case and moved reverse back to the tailshaft. The high-ratio non-synchronized first gear allows you to shift into second at higher rpm, but this also makes it very difficult to downshift from second to first at speed. Shift ratios were either 2.53 or 2.49:1 for first gear, 1.59:1 for second gear, and 1.00:1 for third gear. The reverse ratio was 3.15:1. Truck ratios were 2.99 or 2.97:1 for first, depending on year and model with 1.75:1 for second and 1.00:1 for third. Reverse remained at 3.15:1. The input shaft is 11/8 inches in diameter in most passenger car applications and 13/8 inches in the Ford trucks, and has 10 splines. The clutch outside diameter varies between engine sizes and manufacturers, but both the friction disc and pressure plate were available between 9 1/2 and 12 inches. The casting number on the passenger side of the transmission is another easy way to identify the T-85. The transmission model is part of its casting number, usually with an additional letter designation after the T-85. Some of the more sought-after casting numbers are the T-85-K, which came with overdrive and was used in '67 AMC Marlins with "twin-stick" shifters, and the T-85-N, which was the 1965-up Ford truck unit that came with the Warner R-11 overdrive. The overdrive units are also easily identified. The casting number is on the passenger side of the overdrive unit, and the case will designate the R-10 or R-11 model. Although many Ford trucks used the T-85 after 1956, only the 1965-up units came equipped with an overdrive unit as original equipment. The similar T-89 transmission was used in these models: 1960-'66 Jeeps 1956-'71 Ford trucks 1959-'64 Studebaker According to a post by "38 coupe"" on "The Ford Barn", If the transmission uses a slip yoke it is a car transmission. If the transmission uses a fixed yoke on the output it is a 65-71 Ford pickup transmission. When interchanging one of these units, note that the input shaft is slightly longer on the truck transmissions by about 1/2 inch, so the clutch pilot bushing would have to be shortened to compensate for the extra length. Many non-overdrive T-85s used a torque-tube style driveshaft, so adapting the transmission to your drivetrain would involve changing or shortening the driveshaft as well as using a yoke adapter on the tailshaft. Many of the overdrive units had a 17-spline output shaft for a slip yoke. When you locate a donor T-85, grab the original clutch disc and throw-out bearing too, or purchase a remanufactured disc and new bearing that fits the original application. This will make the installation easier. You can often press the old throw-out bearing off the original collar and reuse your collar with a new bearing instead of buying a whole new assembly. A pressure plate of the same diameter with the proper flywheel pattern will be necessary as well. Any good parts store should be able to match one up for you, based on bolt pattern and diameter. The R-11 was the strongest of the overdrive units. All of the overdrive units are controlled by a solenoid, which requires the original dash control, harness, overdrive relay and kickdown switch. The kickdown switch was installed on the back of the brake pedal. Although overdrive would work in all gears, effectively giving you six gear possibilities instead of the usual three, it works best at higher rpm or highway speeds, and you should not engage the overdrive when driving around town. Its intended use was for vehicle speeds of at least 40 mph. Most original overdrive applications were for "three on the tree"; however, aftermarket floor shifters are available. The use of a T-85 with overdrive may present clearance problems when used with a floor shifter and bench seat combination because of the solenoid's location on the shifter side of the tailshaft. Many truck enthusiasts who have successfully completed this exchange have opted for bucket seats in their truck to make this conversion easier. Next time you are at a swap meet or fishing around at your local pick-a-part, keep an eye out for one of these transmissions. If you don't have a need for a unit for your current project, you may very well want to use one on your next restoration."
My avatar roadster runs a Ford full syncro 3 speed with a Laycock overdrive behind a healthy 354 Chrysler Hemi. I became sold on the Ford 3.03 Full syncro three speed when I worked for the Border Patrol in El Centro in the 70s. All of our Jeep Cherokees were equipped with the Ford full syncro three speed transmissions. We did endless repairs because of careless operation by the agents, BUT NEVER had to replace a transmission! They took unbelievable abuse daily and never broke. Clutches , transfer cases, rear ends repaired constantly. The Ford full syncro 3 speed transmissions survived. Jeep called them T150 transmissions because they had a top shifter instead of Ford's side shift. My transmission came out of a 1976 AMC Pacer that had overdrive. Only used as an option from 75-77 on Pacers, Gremlins, and Hornets. I converted it to a top shifter by using a T150 cover and handle. Over 40 thousand miles behind a very healthy 354 hemi and absolutely NO problems at all. GM offered them as standard equipment on the mid 60s 396 Chevelles, GTOs, and 426 because they didn't have anything strong enough at the time.
This T-85 came behind a 389 in a 1959 Pontiac ambulance. I sold it cheap at a swap meet. The money went toward a Muncie 4 speed.
Not always. I've pulled T85s from Ford F150s with a slip yoke. Not always. Studebakers used: 3.17, 1.75, 1.00, .722, r3.666 Not quite. The T85 was what the T10 was based upon. Since we're all Hamburgers here, the period correct trannies would be the Cad/LaSalle (rare, expensive, no overdrive), '39-54 Packard overdrive (way cool factor) or the Borg-Warner T85/T89 overdrive. FWIW, I'm running a Studebaker T89 behind the '56 Packard Caribbean V8 in my '55 3/4t Studebaker pickup. jack vines
This was all information I'm just passing on. I have 3 T89's w/OD that I was told came from Ford pickups. They all have the integral yoke, but this is good to hear. You can expect anything in a Studebaker.
We can sort this easily by the input shaft diameter, length and pilot. Measure yours. All Studebaker pickup T89s I've seen (either standard or overdrive) are short tailshaft, fixed yoke. BTW, the case will have T85 cast into it. The Ford pickup T85s I've seen are long tailshaft, slip yoke. That doesn't mean they all are, just those I've handled personally. jack vines
...and this one is the common Ford 3 speed toploader aka 3.03 aka RAN or RAT or T&C, produced from 1964 to 1981, or so:
The thing that makes the T85/T89 appeal to me is the availability of the R11 overdrive. Operating properly with the right set of rear end gears, these things are the answer.
There is no doubt they are plenty strong. The availability of the overdrive is just an additional factor, although important to many, and it makes for a much more useful setup for everyday use.
I did a little internet research awhile ago about the Ford 3.03. There's 2 strong versions, the aluminum tailshaft car box, with a med size case that will fit a T150 Jeep shifter top (side shift to top shift) and the super strong truck trans (and big block cars) with a steel tailshaft and a larger case (the T150 jeep top will not fit without major mods).
My dad had a 1960 Chevy Apache 10. Short and narrow, it originally had a 235, but it threw a rod right after he bought it (used in '61), so he found a 261 and ran that until he sold it. The trans was a 3-on-the-tree with a built in overdrive that was actuated by a cable. The knob was on the dash, to the left of the steering wheel (black knob said "overdrive" on it in white letters). Would that have been the T-85 with the R-11 overdrive?
Ah yes. Had to look it up. The old SM318/326 tranny's. Forgot about those. Thanks for the reminder. Would you happen to know or remember the ratio for the OD gear?
To the OP: with age, everytime I have tried to save some money, it has ended badly. When I was young, I used to get by with that. If your 92 will make good HP., something is going to break if you rod it. If you have little tires so there's always slipage, you might get by with a light duty trans.
I believe the 35-37 Packard transmission is as strong as an ox, this along with the 3 speed Lasalle, were the transmission back in the day.
Im trying to figure out putting a 3.03 behind a Ford 170 c.i., replacing the non-synchro HED. Any suggestions?
You need a rather hard to find bellhousing that fits the early six cylinder bolt pattern. I helped a friend do this decades ago when you could find such parts in the junkyards. Column shift or floor?
The Jalopy Journal
