ford truck manual transmissions identification
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ford truck manual transmissions identificationCase casting number is 1301. Synchronized in 2nd,3rd, and 4th, with 1st and reverse non-synchronized. Available in 2 and 4wd drive versions. Easily confused with earlier BW T98 and T98A models. Care should be used when ordering parts to make positive ID of unit. Used in Ford trucks 1956-73 Found in 1963-85 Dodge trucks, 1964085 Ford pickup trucks and stripped chassis, 1964 to 72 GM trucks, and International Harvester and Navistar trucks from 1964-85.Case casting number is 1309. Easily confused with T18, but the T19 is synchronized in all forward speeds. The T19 has a single step reverse idler gear while the T18 has a 2 step reverse idler. Available in 2 and 4 WD models. Used in Ford trucks 1974-85 Synchronized in all forward gears, with top loaded cast iron case. Used in 1978-84 Ford light duty pickups and vans. Similar in appearance to the Ford top loader transmission but has overdrive 4th gear. Three shift rails mounted to the left side of case. This unit was produced for cars also but with lighter duty bearings and gear train. Produced in 2 and 4 wheel drive versions. Has an aluminum case with shifter turret mounted on extension housing. Synchronized in all forward speeds with 4th being overdrive. Used in Ford light duty pickup trucks 1980-83. There is also a passenger car version of this unit with lighter duty bearings and gear ratios. Produced in 2 and 4 wheel drive versions. Aluminum case and shift tower. Found in Ford F100-250 light duty trucks from 1984-85, also known as a TOD (top shift overdrive) Produced in 2 and 4 wheel drive versions. Aluminum case, extension housing, and shift cover, with integral bell housing. Very similar in design to M5R1, but larger with shift lever located in center of shift cover. Available in 2 and 4WD versions. 1995 and later models have top cover reverse light switch moved to forward corner of shift cover. In 1996 case is changed to accommodate modular motor (4.6L), with starter bolt pattern being triangular.http://www.budaikepkeret.hu/uploads/ford-focus-electric-manual.xml
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In 1999 the case was changed for 4.2L 4wd drive vehicles. The case is very similar to earlier style units with case length shorter on 4.6L and 4.2L models. The bell housing is integral to the case. Shifter is mounted to small shift cover on top of unit. Built in 2 and 4WD versions. This unit is used in Ford F250, F30, F450, and Super duty trucks from 1987-94. The Super duty model has a mechanical park brake assembly mounted to the extension housing. The S542 is found behind 300, 302, 351, 460, and diesel power plants. Great care should be taken to properly identify the unit you are working on as both the S542 and S547 appear to be the same and with the great variety of ratios available, it is easy to order the wrong parts. Both units have PTO covers on each side of case. On the left side of the case is mounted and ID tag, which gives the Ford Part number, the ZF part number and the unit serial number. Great care should be taken to properly identify the unit you are working on as both the S542 and S547 appear to be the same and with the great variety of ratios available, it is easy to order the wrong parts. All gears are synchronized. This unit has an aluminum case with integral bell housing, a center support, and rear case. This unit is built in both 2 and 4WD versions. The S650 is found behind diesel engines of 1998 and up Ford Super duty and stripped chassis up to a gross combined weight of 26,000 lbs. The unit weighs in at 230 lbs. A unique feature of this unit is an internal oil pump driven off the front of the countershaft that circulates the lube to a trans cooler. An easy way to identify this unit is by the cooling lines mounted to the case as found in automatic transmissions. Id tags are mounted on the left side of the main case. The T-18 has a PTO port on the passenger side of the case. The T-19 has two PTO covers — one on each side. The extension housing can be either cast iron or aluminum with the shifter on the side.http://wiktormajak.com.pl/local/userfiles/ford-focus-diesel-workshop-manual.xml Found only in 6 cylinder applications Main shaft reverse gear is located on the outside of the 1st gear synchro sleeve. The cluster gear is a 3-step helical cut gear. Spur-cut reverse gears are located in the extension housing. All synchro rings have 36 teeth. This English made transmission is found in 6 cylinder Falcon, Sprint, Comet, Ranchero and Mustangs only. Very hard to find parts for. Available with or without overdrive. On Overdrive units the 3rd gear on the cluster gear is larger than the 4th gear (the front gear).All units have Overdrive. The 3rd gear on the cluster gear is larger than the 4th gear (the front gear). Casting number 260XXXX. English built transmission. Case has a Ford logo casting with either 13-32 or 13-40. Non-synchronized 1st gear with brass synchro rings for 2nd-4th.Non-synchronized 1st gear with brass synchro rings for 2nd-4th.Fully synchronized in all forward gears with brass synchro rings. Main shaft Reverse gear has 44 helical cut teeth. F500 - F800 trucks have tapered bearings on the input and main shafts. Casting number T19 or 13-09. All main bearings are tapered and the 5th gear synchro assembly is on the Main shaft All five synchro rings are the same. Casting number 260XXXX. Input and Main shaft bearings are tapered and the cluster gear is supported by cylindrical roller bearings in the case on each end. The 5th gear synchro assembly is on the end of the cluster gear. There are different size brass synchro rings. Casting number 13-52. Fully synchronized in all gears, including reverse. 1st-5th synchro rings are brass with a fiber lining. The main bearings are all ball bearings. Synchronized in forward gears only. Unless they have been updated, the top cover has three rubber plugs in back. Fully synchronized is all gears, including reverse. Front input shaft tapered bearing is 80mm in outside diameter. Unless they have been updated, the top cover has three rubber plugs in back.http://www.bouwdata.net/evenement/edgemarc-4550-manual Front input shaft tapered bearing is 90mm in outside diameter. Reference Guide Parts illustration. Finding that transmission is as easy as going to a junkyard or searching online, but determining what type of Ford transmission it is—and what gearing comes with it, what vehicle it was from and what application it's best for—takes a few steps. Step 1 Take a picture of the transmission. Take several shots of all angles, including the pan, the bellhousing and all the mounting points. Step 2 Measure the distance from the bellhousing to the rear of the transmission. Step 3 Look at the transmission pan and note the shape and the number of bolts. Here's how the transmissions break down: C3: 13 to 15 bolts, rectangular pan C4: 10-by-9-inch pan with 11 bolts. There is also a bulge in the front passenger corner. C5: Similar pan to C4 but has a hump in the middle. C6: Rectangular pan that has 17 bolts. Longer on the front and rear than on the sides. AOD: Similar pan to C4 with corners angled slightly; 14 bolts secure the pan. 4R70W: Pan measures 15 inches long. E40D: Pan measures 20.5 by 13.5 inches and has 20 bolts. There is also a notch in the passenger side front corner. Step 4 Find the year of the vehicle the transmission came from. C3: 1973 to 1984 C4: 1964 to 1986 C5: 1973 to 1986 C6: 1965 to 1991 A4LD: 1984 to 1995 AOD: 1981 to 1993 AODE: 1993 to 1996 4R70W: 1993 to present E40D: 1989 to present 4R100: 1998 to 2002 4R44E: 1995 to 2001 4R55E: 1995 to 2001 5R55E: 1996 to 2001 Find the model of the vehicle the transmission came from. To submit your questions or ideas, or to simply learn more about It Still Works, contact us. How to Identify a C-6 Transmission How to Check the Transmission Fluid in. How to Identify a Turbo-Hydromatic. How to Replace the Transmission Filter. How to Identify a Turbo 350 or Turbo. How to Change the Transmission Fluid in. Found in 1978-79 Ford F100-F250 light duty pickups and 1978-1987 E100-E150 vans. Synchronized in all forward gears, with top loaded cast iron case. This is a variant of the classic Ford Toploader but with an overdrive 4th gear. Traditional external linkage shifter mounted to left side. This unit was produced for cars also but with lighter duty bearings and gear train. Found in 1980-83 Ford F100-F250 light duty pickup trucks. Has an aluminum case with sheetmetal top cover. Shifter turret mounted on left side of extension housing with tube connecting to main case; single shift rail inside tube. There is also a passenger car version of this unit with lighter duty bearings and gear ratios. Top loaded 4 speed with 4th being overdrive.All forward speeds synchronized. Manufactured in both direct drive and overdrive models. 10-bolt shift cover mounted on left side of transmission case. Early models had iron cases; later model cases are aluminum.Cast iron case and extension housing but aluminum top cover with integral shift tower. 2nd through 4th gears are synchronized; 1st and reverse use non synchronized sliding gear. Cast iron case, extension housing and lid with integral shift tower (1988-91 lid is aluminum and change to hydraulic clutch around 1986). Synchronized in 2nd, 3rd, and 4th. Cases have PTO openings on both sides. 1st and reverse gear are non-synchronized. 1st gear is a deep reduction low gear and shift knob may show H pattern with Low, 2,3,4. Cast iron case and shift cover. The hand of the helical gear cut was changed in 1955, thereafter referred to as T98A. Easily confused with later BW T18. The T98 has a 43 tooth first-reverse sliding gear (the rearmost mainshaft gear, spur cut) and a 17 tooth cluster gear (also spur cut). Top loaded heavy-duty 4-speed transmission found in 1965-87 Ford trucks, 1972-79 Jeep, and 1965-73 International. Cast iron case and shift cover. One PTO port on passenger side. Easily confused with earlier BW T98 and T98A models, particularly as lid of T18 is shared with and often marked as T98. Cast iron case and shift cover. Case casting number is 1309. Easily confused with T18, but the T19 is synchronized in all forward speeds and has one PTO port on each side. The T19 has a single step reverse idler gear while the T18 has a 2 step reverse idler. Fully synchronized center support transmission with aluminum case and extension housing. Similar in appearance to AX5 but larger with heavier duty gear train. Model number located on ID tag attached to extension housing bolt starts with 1352. Additionally there is 5 or 6 bolt mounting flanges for the transfer case on 4wd models. Fully synchronized center support aluminum case with 4 bolt top cover. The shifter is located behind top cover on top of tailhousing. Bell housing, case and extension housing are aluminum with removable bell housing. There is a 12-bolt stamped steel bottom pan on unit - opposed to the finned aluminum pan on Toyo-Kogyo (Mazda) units for 4 cyl. On left side of case is a red ID tag giving Ford part number and unit serial number. Shifter base has a black plastic housing with a 4-bolt trapezoidal pattern. A red ID tag located on left side of case shows Ford part number and unit serial number. Shifter has a flange that bolts onto a tower rising from a small top cover that is aluminum. Shifter has a yellowish white plastic housing with built-in reverse detent and bolts onto the tail extension with 4-bolt rectangular pattern. The models include the KM131 4 speed transmission used in 1983-85 Dodge D50 trucks, the KM132 5speed, 2wd transmission used in 1983-1996 Dodge D50 trucks, and the KM145 5 speed, 4wd transmission used in 1983-1996 Dodge D50 trucks. Also found in Mitsubishi trucks of the same era. Similar in design to the FM146 except bell housing is integral to the main case. There are many design levels of this unit and it is extremely important to get tooth counts and input bearing numbers before ordering parts. There should be a model number and alphanumeric code stamped on the bell housing which helps to identify the units. Similar to NV3500 but slightly smaller. In 1993 the unit was redesigned with a single shift rail and named NV3500 (see below). Due to the variations across make, model, and year, it is critical to positively identify exact trans model to get the right parts. Due to the variations across make, model, and year, it is critical to positively identify exact trans model to get the right parts but lack of meaningful ID tag makes this difficult. Found in 2000-04 Jeep vehicles with 4.0L I-6. The case and extension housing are aluminum with a removable bell housing (vs NV3500 integral bellhousing). Cast iron case and extension housing with aluminum shift cover. Found in 1989-93 Dodge trucks with Cummins diesel engine. Due to design limitations and cost of parts, a swap to NV4500 is recommended when repair is needed. ID decal on left side of case. The shift cover was modified in 1995 to have a taller shift cover and neutral position switch in cover was eliminated. In 1998 the stub stick in shift cover was changed to accept shift lever with groove on right side. Ratios and starter location vary with engine size. Aluminum case, extension housing, and shift cover, with integral bell housing. Very similar in design to M5R1, but larger with shift lever located in center of shift cover. 1995 and later models have top cover reverse light switch moved to forward corner of shift cover. The case is very similar to earlier style units with case length shorter on 4.6L and 4.2L models. The S5-42 is found in 1988-94 Ford F250, F350, F450, and F-SuperDuty trucks. The S5-47 covers 1995-2001. Both units have PTO covers on each side of case. The bell housing is integral to the case. The F-SuperDuty model has a mechanical park brake assembly mounted to the extension housing. Great care should be taken to properly identify the unit as both the S5-42 and S5-47 appear similar and with the great variety of ratios available, it is easy to order the wrong parts. This unit has an aluminum case with integral bell housing, a center support, and rear case. ID tags are mounted on the left side of the main case. All gears are synchronized. ID tags are mounted on the left side of the main case. Overlapped with G56 in 2005 but easily distinguished by shift pattern with reverse upper right. 5.63 1st gear. All forward speeds fully synchronized, this unit has an aluminum bell housing, cast iron case and extension housing, with top mounted shifter. Reverse lower right. This transmission utilizes bronze synchronizer collars resulting in sensitivity to lubricant make-up. Only a fluid characterized by Chrysler specification MS-9224 (e.g. Pennzoil Synchromesh) should be used in order to avoid premature wear or failure of internal parts. Shifter base is aluminum. Detents and rail controls are in the shifter base, likely to reduce manufacturing costs but resulting in a complicated and very expensive shifter base that cannot realistically be replicated by the aftermarket. All-aluminum case with provisions for mounting shifter base at rear of main case (Ram) and front of tail-housing (Dakota) - unused port has blank coverplate. Stock shifter base housing is black plastic. The Getrag 238 offers a 4.23 first gear ratio, lower than its NV3500 predecessor to improve launch feel and low-speed acceleration. The gear ratios are more closely spaced to help improve fuel economy. 6th gear 0.79 overdrive reduces downshifting. For smooth easy shifting, the transmission features triplecone synchronizers on first and second gears and double-cone synchronizers on third and fourth gears. All-aluminum case. 6.29 1st gear. Detents and rail controls are in the shifter base, likely to reduce manufacturing costs but resulting in a complicated and very expensive shifter base that cannot realistically be replicated by the aftermarket. The T18 was made by Borg-Warner Gear from 1965 to 1991. They are found in Ford, Jeep and IH trucks. The T18 is the improved successor to the T98 transmission. Features The Ford and some Jeep T18s have a very low compound gear at 6.32:1 and as such it is a popular choice for those wanting a very low crawling gear. T19 versions offer a 6.32:1 (IH), 5:1 or 4:1 (Ford) low gear. All gears are helically cut except first and reverse, which are spur gears. T19s are fully synchronized in all gears and feature all helically cut gears. Identification. The T18 case is of cast iron. The case itself is unusually narrow for a heavy-duty gearbox, and features mild ribbing for strength. The case and top cover are both cast iron, with the top cover being retained by six bolts. As such, it may be required to pop the top cover and verify by internal features. Top cover castings that say T98 may actually well be a T18, since they used the same castings. The 1966-1978 versions hung two cast iron shift forks into the case, with the reverse fork itself pivoting on the side of the case. These earlier T18’s have reverse gear over to the right and up by third gear. In 1979, the reverse shifter fork was moved from the side of the case into the top cover instead and all three forks were changed and made with die-cast aluminum. This later T18 has reverse gear shift pattern over to the right and down by fourth gear. Later Borg-Warner casting tooling was updated and omitted this boss (as in the image, above right). Checking these dimensions will verify that the transmission is a 1966 or newer model, precluding it from being the T98. From 1966 until 1978, many T18s used a T98 shifter assembly. 1979 and newer T18s used a three fork shift cover assembly that shifts reverse gear directly. Because of this, reverse location is on the opposite side of neutral than the earlier version ('66 to '78). Earlier versions reverse gears shifts over and up - later versions shift over and down. Later Ford T18's and T19's used an aluminum front bearing retainer in lieu of the earlier and longer wearing cast iron retainers. We can supply new cast iron retainers to replace these. The battle of working with these is compounded if you did not actually witness the transmission's removal from the donor vehicle. Replacement parts (namely, gears and shafts) for the Ford T18 are easily less expensive. Many, if not most, of the Jeep specific gears are no longer produced, making them painfully problematic to own if anything ever goes wrong or if parts interchangeability is required for a specific, non-standard adaptation. These were fitted with a variety of factory adapters and deeper bellhousings to accomodate the deeper bulkheads of these larger Jeeps. We get many calls from individuals attempting to adapt these versions into CJ Jeeps - many of them being sold under the unscrupulous pretense that they are inexpensive and direct replacements. Individuals get caught in often fruitless salvage searches for the rarest of the Jeep T18 input shafts and bearing retainers in an attempt to make the project succeed. There is currently no solution for the narrow ratio (4.02:1) Jeep T18's. This four-speed transmission is different from the T18 and others in that it usually features taller gearing and a synchronized first gear. It was introduced in Ford trucks in the 1968 model year. The T19 was available with a 6.32:1 first gear. These were only in rarer Ford 500-800 series HD trucks. The very most common T19 available in Ford applications was the T19A with the 4:02:1 first gear ratio.The 460 4wd truck got the 6.32:1 first gear, purportedly from 1983 to 1986 F250's. An individual may find the cast numbers of 13-09-065-911 or 13-09-065-905 in Ford T19's. Individuals may encounter a casting number 13-09-065-905. Like for the IH T18, the T19 had a unique case and input shaft that make most Jeep conversions impractically expensive. Transfer Case Adaptability Both 2wd and 4wd versions of the T18 can be used equally well, and there are no inherent advantages to either one once you have installed our adapter assembly. Bellhousing Adaptability They are readily compatible with these engines and bellhousings, and need only a custom pilot bushing. For more details, see Adapting Ford Transmissions to AMC Bellhousings for details. This is a service that we provide affordably and in quick turnaround. This is important if you intend to run it behind a GM bellhousing. The transmission having these extra undrilled ears will greatly simplify its use with GM engines. For more details, see Adapting Ford Transmissions to GM Bellhousings. The T19 does not have this feature. Properly assembled manual gearboxes do not have the thermal strains seen by combustion engines or hypoid gears. Synthetic fluid in these gearboxes, while not harmful, is probably an economic waste. Hypoid gear oil is sulphurized higher than transmission oil and can be mildly corrosive to the non-ferrous alloys used for synchros, bushings and thrust washers in these transmissions. An 80W-90, API-GL5 or MT-1 rated fluid is very good. Some claim faster shifts from using a 50W engine oil in their transmission and we do not consider this to be contraindicated unless you operate your vehicle in a very warm environment. Read more about this process here. Rebuilding the T18 Many shadetree mechanics do very outstanding rebuilds if they have access to a press, snap ring pliers and bearing pullers. Many choose to do a full rebuild during the adaptation process, and our instruction guides feature all the details, diagrams, pics and tricks required to do professional level work. Please add content. See: How to improve articles. This page also offers overall dimension, gear ratios, and number of gears available in each transmission, and originating year, make, and model.The letter is the month. The next number or two numbers will be the day of the month. The last number is the last digit of the year. Transmissions with a TV cable MUST have the cable adjusted properly and freely moving to work correctly. Not having a TV cable connected, moving freely, and not adjusted can severely damage the transmission.On an AMC the cable moves in as throttle is pressed, is fully out at idle.It was also used by many other manufacturers such as Rolls Royce and Jaguar with an adapter ring. The AMC engines also used the TH400 with an adapter from 1969 until late 1973 when GM cast an AMC specific case (and discontinued the Universal TH400). The TH400 AMC case was used until the end of 1979 model production.Transmission corresponded to the size engine, same as AMC car usage.Ford-O-Matics were also offered with all three bolt-common V8-pattern bellhousings. It will effect a more firm feeling shift, therefore it is not recommended for those transmissions which specify Dexron only. Cast aluminum FMX transmission pans having fins for increased cooling of the fluid used to be made when these transmissions were more common. Nowadays, one of the best higher performance add-ons for the FMX type transmission is an auxiliary cooler mounted with the radiator, to help prevent the transmission fluid from overheating under hard use.The tranny has been used in well over 200 applications and continues to appear in multiple production applications. The T5 can be split into two main categories: the early Non-World Class (NWC), rated at 265 lb-ft of torque capacity, followed by the World Class (WC) version beginning in 1985, rated at the same torque. The WC boxes are the only ones worthy of performance applications, but they still exhibit a couple of weak areas. The gear ratios are shown below. There are myriad T5 boxes used, just within the Mustang world. There are also varying Third- and Fourth-gear ratios, depending on the year of the trans. In 1983, the T-5 was introduced to Mustangs and are currently still used in the V-6 Mustangs. The T-5 is the only American made standard transmission to span almost 20 years of production. Because of the large quantities of T-5's produced, many parts are interchangeable. There are now over 200 different T-5 transmission assembly part numbers and still counting.In 1983 and '84, Ford used non-World Class T-5 to improve performance and gas mileage at the same time. The NWC boxes had 2.95 first gear set with 1st, 2nd, 3rd, gears riding on a solid output shaft. The counter gears spin on straight cylindrical bearings with thrust washer in front. 3rd, 4th and 5th gears used solid bronze synchros. 1st and 2nd gears used fiber linings bonded to steel rings.Needle bearings were installed under each gear to reduce drag. The lower counter gears saw tapered bearings. All main shaft synchros were fiber lined steel rings to improve ring surface area while 5th remains bronze. By improving the surface area, the synchro slows the gear faster making for smoother shifts.Synchro linings on 3rd, 4th were improved by changing to carbon fiber to further improve shifting. The Cobra boxes also received a reverse brake and synchro assembly where there was none before. Just about everything else remained the same.In the SN95 Mustangs, the bell housing in both 3.8L and 5.0L was made longer to place the T-5 shifter in the correct location to the body. This in turn required the input shaft to be longer. The neutral safety switch was eliminated, as it was no longer needed. Everything else remained the same.No longer is there a mechanical driven cable system. It has the longer input shaft equipped with a steel front bearing retainer and reverse synchro brake assembly.While the 4 cylinder T-5 may appear to be the same, they are not. Most 4 cylinder T-5s received a 3.97 gear set with a.79 overdrive and used a small input pilot bearing shaft. Four cylinder T-5's should not be used behind a V8, even when the pilot bearing ID is decreased to match. Simply put, they will not hold up to a V8. Besides first gear is much too low to be usable.Used in the right application, the T-5 is a good transmission.The big three used them in the late '70s. A toploader 4-speed will swap into the bellhousing and clutch. Also the output splines are the same (28 spline). From compact to midsize cars the trannies are the same length as the 3-speed.Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed.The original Ford bellhousing won’t work.The original Ford bellhousing won’t work.Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed.The original Ford bellhousing won’t work.This was also the same bearing that T-96 and T-14 used.In AMC case the bottom right bolt is kicked out toward passenger side. Input shaft, tail shaft and tail shaft housing are different and cannot be used. But most internals of the Ford should work since they use the basically same case (although ratios are different).Later when GM used this transmission, the tooth count was changed to a stronger 30 driven by 16.T-14 was used in all others with the 232ci inline 6.Also in 1968 the 232 inline 6 moved up to the T-14 and the 290 moved up to the T-15.All others used the 150-T for 232 through 304 engines.Two gear sets (2.61:1 and 3.10:1)There's only one 1968-'72 main shaft.It would make sense to use the deeper gears with the taller axles.Input shafts lengths also vary between the two applications.It is heavy duty like the T-18, but a bit more prone to wear since bearings and lubrication are not as good.They all tend to have long input shafts compared to the Jeep and Ford T-18s. All of the T-18s used in the Scout 800 and Scout II are the close ratio T-18 with a first gear ratio around 4:1. It is an excellent transmission, but it doesn't have the low first gear ratio off-roaders want. Other IH trucks use wide ratio T-18s.The Dana 20 used in Scout trucks uses the same bolt pattern and input gear as most Dana 20s used in Jeep trucks. The transmission to transfer case adapter for the Dana 20 used in IH trucks is short like the adapter used in Jeep trucks. Rebuilding one of these transmissions with a Ford or Jeep input shaft may be a way of getting a low buck T-18 in your Jeep.These didn't bolt to just any tranny, there was an adapter about an inch thick that went between the tranny and overdrive unit. The output shaft of the tranny was shorter and splined to fit the overdrive unit.Cases remained the same, as did overall internal design.The rear bearings are the same.The standard gear cluster should fit the J model as well.This was also the same bearing that T-96 and T-14 used. The OD unit is the same for all.It is heavy duty like the T-18, but a bit more prone to wear since bearings and lubrication are not as good.They are believed to be 'Jeep only' transmissions.After mid 1989, used only in 4-cylinder Wranglers.It was a column shift only.The L-D unit has a sump and hydraulic pump similar to an automatic transmission. It worked similar to a 2-speed automatic, having 1:1 direct drive and overdrive. It has a sliding clutch assembly to engage OD instead of a band like used in an automatic transmission, or a locking pawl like used in the B-W units.The OD unit is the same for all.There is an electric kick-down to disengage OD. This switch is usually mounted on the accelerator linkage.These didn't bolt to just any tranny, there was an adapter about an inch thick that went between the tranny and OD unit. The output shaft of the tranny was shorter and splined to fit the OD unit as well.