Has anyone ever referred a three speed transmission to a .85 third gear
Regearing a three speed transmission
- Thread starter keith 78
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Way back when didn't the Ford Granada have a 3 speed overdrive, could have been a 4? Anyway as I recall it wasn't fun to drive. I think they just swapped some gears. The old Ranger overdrive unit was in that range when engaged.
You mean making a 3 speed even more terrible than it already is? Swap in an H42 4spd, and put bigger tires on if you need some overdrive. The gear splits are already miserable on the 3spds, I can't imagine making them worse and being happy with my use of time, effort, and money.
The h42 has the same gear ratio 1:1 as the h30(3 speed). I like the transition between gears on the 4 speed with 33's. I also like 5 speeed(low 1st speed and overdrive, 5th gear). Like Ewheeler mentioned get taller tires. Keep the 4.11's and install 31's or if its not enough get 33's. Or even better get 4.11 from an fj62. Same gear ratio as the 40 but has more teeth...supposely a littler stronger gear. I perfer a lower first gear like the h41 but that may be too low if highway driving is all you do.
The issue is third gear is not a gear at all. It's just input shaft and output shaft connected. Not sure how you could change third gear to be an OD.
Are you sure about that?
I know way back in the 30s and 40s that was a thing...but it's been a while since looked in a three spd, but Im sure there were 3 gears in there.
The gear pair at the very front drives the countershaft underneath, which drives the 2nd, 1st and reverse gears. 3rd gear is just a collar that locks the input to the output shaft right behind that front gearset.
Toyota's three and four speed manual transmissions imported in to the US in the 40, 55 and 60 series the top gear just coupled the input and output shafts together. There was no actual gears with teeth that could be changed.
Anyone who thinks that 3rd gear in a Landcruiser 3 speed is not an integral part of the input shaft has obviously never looked inside one.
And they also don’t comprehend that the countergear is one hunk of metal that has to match the gears above it . New forgings would need to be made for both. The up front costs are obscene, and the return marginal.
What would make a LOT more sense would be to forge a 3speed transfer case input gear that was 19 spline, and pair it with the extension housing of a 77-80 H42. THAT would bolt up to an H55 and keep the parking brake
A much younger me started looking into this 20 years ago, at the same time AA was having gears cut for the Orion. Unfortunately, Sasha’s death took the wind out of my sails. Maybe one of the younger, rising stars will run with this. Several advantages to this.
And they also don’t comprehend that the countergear is one hunk of metal that has to match the gears above it . New forgings would need to be made for both. The up front costs are obscene, and the return marginal.
What would make a LOT more sense would be to forge a 3speed transfer case input gear that was 19 spline, and pair it with the extension housing of a 77-80 H42. THAT would bolt up to an H55 and keep the parking brake
A much younger me started looking into this 20 years ago, at the same time AA was having gears cut for the Orion. Unfortunately, Sasha’s death took the wind out of my sails. Maybe one of the younger, rising stars will run with this. Several advantages to this.
I’m not saying you’re wrong John. But as a simple matter of economics, the gear would cost less than half of what a tailshaft would cost, and save the labor cost of dismantling an otherwise good transmission to install.
Again, as a matter of economics, there’s a lot of people who wouldn’t mind being able to reuse their existing tcases, along with the $$ cost of finding a split case & an $$ split case ebrake
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Guess I missed what the problem is? The low range in the four speed one piece transfer case is not much different than the low range in split transfer cases. 3.0:1 gears would be better than stock and not require any trimming of the housing.
As for making a different countershaft in the H55F I wish they would have made one that matched the H42. Gears from an late H42 could be used meaning only the countershaft is needed if you have the correct H42. Could have called it a H56F. What's lost in first gear between the H41 and H42 can be compensated with lower gear in low range in the transfer case.
Possible to add a hand brake to the split transfer case. Are the conversion parts no longer available? Sold a few for a friend in Australia in the past. Or was their another reason wanting to add a three piece transfer to the back of the H55F.
I never like this design, not because you cannot bolt on h55. For the driving and four wheeling perfer the ebrake on the rear axle. It covers more mass than the tiny little drum.tiny little brake shoes. And they are not easy to find when they wear out....as matter of the last set I purchased was from you. I still own both types but I do have a favorite. But I do miss the h55 when drive the 79.
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Split cases and all the parts to have an OEM brake on it are available new without any development costs needing to be injected.. so anything else would be more expensive (and not as good, there is no way to compare a single piece case to a split case). In my opinion.
It’s even more null as less and less 40 owners are seriously building and using their vehicles (again, my opinion). I talk a lot of 40 owners out of H55f’s and into 3.70 axle gears
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Not possible with the way the 3-speed, and virtually every manual transmission ever, is constructed
Who is selling those parking brake kits now? Years ago I got the last one from Man-e-fre and Poser called to chastise me
