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01-08-2009, 05:59 PM
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#11
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Senior Member
Join Date: Jul 2008
Posts: 739
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Quote:
Originally Posted by BRUTAL64
Works for me. You going to be there Sat at Ricks????
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Not sure yet. I'd like to go if I can get away. If I do, I'll drive my 07. Too cold for the convertible.
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HP numbers are good and all, but they are like asking someone how much they can bench. What difference does it make if I can still kick your ass?
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01-08-2009, 06:56 PM
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#12
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I, Vettezuki
Join Date: Feb 2006
Posts: 14,754
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So, this trans which was for a 289, is going to hold up to repeated 400HP+ sticky tire launches? I'm not going to feel bad when the Mazda rear end goes boom, but I'd feel a little bad to grenade a vintage part.
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01-08-2009, 07:03 PM
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#13
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Senior Member
Join Date: Jul 2008
Posts: 739
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Quote:
Originally Posted by Vettezuki
So, this trans which was for a 289, is going to hold up to repeated 400HP+ sticky tire launches? I'm not going to feel bad when the Mazda rear end goes boom, but I'd feel a little bad to grenade a vintage part.
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Probably the weakest link is the output shaft. If it hasn't been converted to a 28 spline, then it probably should. Other than that, I don't think you can hurt it. And if you do, they're supposedly pretty easy to work on. I have never done transmission work myself, so I don't have any firsthand knowledge.
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HP numbers are good and all, but they are like asking someone how much they can bench. What difference does it make if I can still kick your ass?
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01-08-2009, 07:05 PM
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#14
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I, Vettezuki
Join Date: Feb 2006
Posts: 14,754
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Quote:
Originally Posted by joedls
Probably the weakest link is the output shaft. . . .
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Oh, I know about that. 
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01-08-2009, 07:19 PM
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#15
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Senior Member
Join Date: Jul 2008
Posts: 739
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This is a little history of the Toploader from David Kee's website:
The Ford Toploader Transmission was introduced in 1964 to replace the Borg Warner T-10. This is the super-tough transmission built by Ford Engineers to stand up to just about anything demanded from it.
Internal parts of the Toploader are assembled through the top of the case instead of through a side cover, thus the name "Toploader." This design is actually stronger than a 4-speed box with a side cover. The shifter rails are mounted in bosses that are cast into the box itself, leaving the only function for the top cover to keep the lube inside.
The Toploader 4-speed transmission is of the fully synchronized type with all gears except the reverse sliding gear being in constant mesh. All forward-speed changes are accomplished with synchronizer sleeves instead of sliding gears. The synchronizers will enable quicker shifts, greatly reduce gear clash, and permit down-shifting into any forward-speed gear while the car is moving. All forward-speed gears in the transmission are the helical-type; however, the reverse sliding gear and the exterior of the first and second-speed synchronizer sleeve are spur-type gears.
The Toploader was used in production from 1964 to 1973 in almost every model Ford car and a few foreign cars.
A 1-1/16" input shaft was used in motors from the 200 c.i. to the 390 c.i. while the 427, 428 and 429 were available only with close ratio gears. The 1-1/16" input transmissions are available in both close and wide gear ratios.
The gear box was built in 3 case lengths. The 1964-65 Fairlane, T.V.R., Griffith, and Sunbeam Tiger case is 25-1/2" long. The AC Cobra with 427 and 428, all Mustangs, Falcons, Mavericks, Cougars, 1966-67 Fairlanes and Comets use 24 " transmissions, while all full size cars and the 428, 429 Cyclone and Torino use the 27" box. The 1964 Toploader used a small 4 hole maincase with the small O.D. bearing retainer. All 1965-73 cases were wide 8 hole cases with the large O.D. bearing retainer.
In 1964 and early 1965 a few transmissions used a 25 spline output shaft which proved to be defective. These were quickly dropped from production. Normally all motors 200 c.i. to 390 c.i. use the 28 spline output shaft. All 427, 428 and 429 motors use the 31 spline output shaft. There are a few exceptions to the above information. The toploader was produced in 133 different models.
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HP numbers are good and all, but they are like asking someone how much they can bench. What difference does it make if I can still kick your ass?
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01-08-2009, 11:46 PM
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#16
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I, Vettezuki
Join Date: Feb 2006
Posts: 14,754
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Quote:
Originally Posted by joedls
. . .
In 1964 and early 1965 a few transmissions used a 25 spline output shaft which proved to be defective. These were quickly dropped from production. Normally all motors 200 c.i. to 390 c.i. use the 28 spline output shaft. All 427, 428 and 429 motors use the 31 spline output shaft. . .
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We have the 28 spline.
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01-09-2009, 10:02 AM
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#17
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Neanderthal
Join Date: Mar 2008
Posts: 5,320
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"as far as strenght for a 4 speed-- you can not do better than that Top Loader".
That's what I said the other day.
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01-09-2009, 10:24 AM
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#18
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Senior Member
Join Date: Jul 2008
Posts: 739
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Quote:
Originally Posted by Vettezuki
We have the 28 spline.
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Great news!!! I'd run it the way it is. I had no problems shifting that tranny before I pulled it from my convertible.
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HP numbers are good and all, but they are like asking someone how much they can bench. What difference does it make if I can still kick your ass?
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01-24-2009, 01:52 AM
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#19
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I, Vettezuki
Join Date: Feb 2006
Posts: 14,754
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Say Joe, you wouldn't happen to have the shifter for this ting would ya?
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01-24-2009, 09:29 AM
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#20
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Senior Member
Join Date: Jul 2008
Posts: 739
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Quote:
Originally Posted by Vettezuki
Say Joe, you wouldn't happen to have the shifter for this ting would ya?
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Nope. Long gone.
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HP numbers are good and all, but they are like asking someone how much they can bench. What difference does it make if I can still kick your ass?
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