ford 4 speed manual overdrive transmission
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ford 4 speed manual overdrive transmissionRelevant discussion may be found on the talk page. Please help improve this article by introducing citations to additional sources.Compared to its predecessor MX transmission, the C6 offered lower weight, less complexity, less parasitic power loss, and greater torque capacity for larger engines. It did this without exceeding the packaging dimensions of the MX. These design goals were in line with those of the C4 for smaller engines.To aid in shift quality and long term durability, it was the first automatic transmission designed to use the Borg-Warner flexible shift band.Five different bell housing varieties exist for use with various Ford engine families: It is also widely used in off-road applications due to its reputation of being nearly indestructible. It does, however, have a reputation of greatly reducing performance as well as fuel mileage, due to the amount of power it requires to operate.The E4OD was introduced in 1989 and used in both light and heavy duty applications. The E4OD has four forward speeds and electronic shift controls replacing the hydraulic governor control mechanism of the C6. It was largely the same as the E4OD, but with some changes to internal components to address durability concerns when put behind the ever increasingly powerful Powerstroke Diesel Engine. In 1999 it was fitted with a PTO for auxiliary equipment attached to heavy duty trucks. To follow Ford's new naming schemes for its other transmissions, Ford renamed the E4OD the 4R100. Retrieved 22 September 2013. By using this site, you agree to the Terms of Use and Privacy Policy. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.Like Ford, variations of this same Borg Warner design were used by other automobile manufacturers as well, such as AMC, International Harvester, Studebaker, Volvo and Jaguar, each of them having the necessary unique adaptations required for the individual applications.http://www.shophoathuymoc.com.vn/assets/images/flavel-cooker-manuals.xml
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Ford initially approached Studebaker to purchase rights to use the DG-series automatic developed by the Detroit Gear division of Borg-Warner. The Studebaker board of directors was agreeable, but stipulated that Studebaker would have one year exclusive use of the design before Ford could use it. Since the DG was available in Studebaker cars in mid-1950, this meant that Ford would have to wait until mid-1951 to introduce an automatic. The wait was unacceptable, so Ford went a different direction. Ford Engineering Vice President Harold Youngren, recently hired away from Borg-Warner, recommended that Ford license and build a transmission using a design he was working on at his previous employer. Ford and the Warner Gear division of Borg-Warner signed a contract in 1948 which entered B-W into a supply agreement wherein they would build half of Ford's transmissions for five years, with the other half either being built by Ford or by a different supplier. Because of this agreement, Ford licensed the design themselves and broke ground immediately on an assembly plant to build the remaining transmissions. The new plant, called Fairfax Transmission Plant, was dedicated in 1950. The original Ford-O-Matic accomplished two things that Ford's two previous automatic transmissions failed to do. Through the use of an integrated torque converter and planetary gearset, Ford's automatic shifted smoothly without an interruption in torque from the engine. When Studebaker ran into financial difficulty in the mid-1950s, Studebaker turned to Ford and licensed the less expensive Ford-O-Matic, rebranded it as the Flight-O-Matic, and dropped the DG transmission from its line-up.The original Ford-O-Matic was used as a template when developing the next automatic transmissions for Ford; in fact, many of the gear sets are interchangeable. The new transmissions arrived for model year 1958 which coincided with the release of Ford's new FE and MEL engines.http://ebslawyers.com/k54idyJstM9Fa9D0.xml Although marketed as Cruise-O-Matic, the new transmissions were known internally as the MX (larger) and the FX (smaller). They were a three-speed design using a Ravigneaux planetary gearset like the original, but moved the pump from the rear to the front of the transmission, while also using a different valve body so the transmission would start in first gear as opposed to second. The MX was built in the Livonia Transmission Plant in Livonia, Michigan and was placed behind the more powerful engines in Mercury, Lincoln, and select Ford models. The smaller FX was built alongside the Ford-O-Matic at the Fairfax Transmission Plant and was put in midrange Ford and Mercury models. Because the original Ford-O-Matic started in second rather than first, it was marketed as a two-speed after the new three-speed transmissions were introduced. Production continued until it was replaced by the C4 in 1964 and application was for smaller Ford and Mercury vehicles.A simplified version of the Cruise-O-Matic, it combined a torque connector and a compound planetary gear set. A front unit (multiple-disc) clutch provided high gear, a front band on the clutch drum provided low gear, and a band on the rear unit internal gear drum provided reverse. This transmission was offered on Ford models Falcon, Fairlane, and Galaxie, Mercury models Comet, and Meteor and Edsel cars with differences in the torque converter, valve bodies and clutch plates to accommodate differing engine torques.This transmission used the stronger MX-type rotating parts in the smaller FX style case. This cut down on both weight and the number of transmission components Ford needed to make. This transmission was manufactured at the Fairfax Transmission Plant, freeing up capacity at Livonia for the new C6. The FMX was manufactured from 1968 to 1979, when the Fairfax Transmission plant was closed.The FMX ceased production when Ford Australia phased out the V8 engine in 1983.http://schlammatlas.de/en/node/25196Where many transmissions had a fourth gear added as an afterthought, Ford's new transmission was designed with a fourth gear already integrated into the gearset. Because it was based on the X transmissions, its gear ratios from 1-3 were the same, with the fourth being.67:1. The transmission featured a split-torque application for third gear, as well as a lockup in the torque converter. The transmission was introduced when Ford downsized its full size line for 1979.In the 1950s, as the GAZ plant was preparing to launch its new generation of cars, that comprised the mid-size GAZ-21 Volga sedan and the full-size GAZ-13 Chaika limousine, it was specified that both vehicles feature the automatic transmission. Having evaluated many models, Borg-Warner's Fordomatic and Cruise-o-matic were selected.First of all - their components were adopted to the metric units. Their gear ratios - to the car's engines. Both cars' handbrake actuated a central drum between the housing and the drive shaft, instead of the rear wheels. Thus a parking pawl was deemed redundant. Volga's transmission, based on the Fordomatic, required additional adaptation to the air-cooled torque converter, as it was driven by a 65 hp 4 cylinder engine. In Drive the car would start in second and automatically shift to third depending on throttle position (the valve was regulated by a lever linked to the accelerator pedal). A kick-down feature was also present. First gear could only be engaged manually in Low (though it could be engaged if the car was in motion, but would only downshift) and was used for engine braking or rapid starts. Gear ratios were: 2.4 - 1.0 for the torque converter, 2.84 for first gear, 1.68 for second, third was direct and reverse was 1.72.In Drive the car was would start in first and sequentially shift to third and back. The more powerful engine and thus torque required a liquid cooling system. Gear ratios were identical to GAZ-21, except for the torque converter, which had a maximum multiplication of 2.5.Initially, it was planned that all of the privately owned Volgas be produced with the automatic, whilst a more Spartan trimmed taxi version featured the three-speed manual. However, most of these cars were given as prizes to workers of distant regions for excellent results, instead of being kept in large cities, where they would be more practical. As a result many chose to simply convert their transmission to the common three speed manual (that was a common universal model used in the GAZ-69 jeep and Volga's predecessor, the GAZ Pobeda ). Although the option was formally discontinued in 1964, most of the 700 cars were produced in the 1958 MY. As of 2017, only six such survivors were known.Never available for private ownership, the car was produced in small scale all the way until 1981. In 1963, GAZ introduced the world's first Q-car, the GAZ-23, by transplanting the large V8 engine and the powertrain of the Chaika into the unibody Volga. The transmission was adapted to the steering column shifter. This car was primarily used as a motorcade escort by the KGB's ninth directive (responsible for personal security).As the sedan's standard gearbox was now a four on the floor manual, the selector lever was accordingly altered. This meant a very low service life and also required very professional driving. The GAZ-24 had the common cord-actuated parking brakes, thus the central shaft brake was removed and replaced by an extension housing to fit the shorter driveshaft of the GAZ-24. GAZ-24-24 would be produced alongside standard GAZ-24 until 1985. That year the car got a major facelift and internal modernisation with engine and chassis elements from the GAZ-3102 Volga, resulting in the GAZ-24-10 model. The Chaser became GAZ-24-34 and was produced until 1993.The new limousine had a more powerful engine, 220 hp, and its transmission was revised. Like for the GAZ-24, the central transmission brake was removed, but unlike the sedan, it now had a parking pin. The floor-mounted selector got an international P-R-N-D-2-1 lettering. Gear ratios were now 2.35 - 1.0 for torque coverter, 2.64 for first gear, 1.55 for second, third remained direct, and reverse became 2.0. The car was produced from 1977 until 1989. In 1981 GAZ launched what was to be a successor to the GAZ-24, but separated into a separate model and built alongside the -24, the GAZ-3102 Volga. This model was built until 1996.Anywhere between 2 and 2.5 thousand GAZ-24-24, 24-34 and 31013 Chasers can be added. Thus approximately 8000 vehicles were manufactured by the plant from 1958 to 1996 featuring a cruis-o-matic based transmission.Archived from the original on 21 October 2011. Retrieved 20 November 2011. Retrieved 2 January 2012. By using this site, you agree to the Terms of Use and Privacy Policy. It was used in most Fords and Mercurys from 1964 until 1973 as well as some foreign models. Officially designated the 3.03 three speed or Ford design four speed. The 3.03 is the centerline distance between counter shaft and mainshaft. The Toploader got its name from the fact that the access plate to the inner workings was located on the top of the main case as opposed to the side, a convention used on most gearboxes such as the Ford Dagenham or GM's Saginaw or Muncie. Distinguishing the three speed from the four is as simple as counting the fasteners on the top plate. The four speed has ten; the three, nine. Both the three and four speed top loader gearboxes were designed to function in constant mesh, due to synchronizer sleeves being used instead of sliding gears, and be fully synchronized, with the exception of reverse. Forward gears are helical -type while reverse gear including the exterior of the first and second synchronizers sleeve are spur-type gears.The 3 speed 3.03 was also the heavy duty transmission in 1960s Oldsmobile, Buick and Pontiac cars, with FOMOCO cast into the right side of the case; such was common in those days, as Lincoln used GM's Hydra-Matic transmission for years in the early 1950s.Generally Falcons and Comets have shifters mounted forward along the housing, Mustangs rearward, and Fairlanes and full size Fords somewhere in between. Toploaders were also designed for two specific applications: small blocks like the Ford Windsor engine, and big blocks like the Ford FE engine and Ford 385 engine series.Close ratio has 28 teeth, wide has 31.Retrieved 2010-01-02. By using this site, you agree to the Terms of Use and Privacy Policy. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.The C4 was designed to be a lighter and more simple replacement for the original Ford-O-Matic two speed transmission being used in smaller, less powerful cars. If the transmission was placed in D1, the transmission would start in first gear, then shift to second and third gear as normal. If the gear selector was placed into L, the transmission stayed in first gear only. The shifter display appeared as P-R-N-D2-D1-L. Because this was confusing, later versions of the C4 were changed to a P-R-N-D-2-1 (or L) pattern typically seen today.In designing the C4, Ford used an aluminum alloy, three-piece case ( bell housing, main case, and tailhousing). The aluminum case and the use of a more simple Simpson planetary gearset reduced the weight significantly. It was primarily used with Ford's inline six-cylinder engines and small V8 engines (see Ford Windsor engines ), usually up to 302 in? (5.0 L). By comparison, the 351 Windsor and 351 Cleveland small and intermediate-block engines were backed by the medium-duty FMX or the heavy-duty C6 that debuted in 1966. Some C4s were built with a larger spread bell housing to use with 351M V8s, but these are rare. A few were also used with FE engines, mostly the 390.It bore the casting numbers E2, E3, E4, E5, and E6, corresponding with the year it was produced. The C5 was phased out in 1986, replaced by the AOD. The production plant in Sharonville, Ohio was converted to production of the C6 transmission which was relocated from Livonia, Michigan, as the Livonia facility was converted to the AOD.By using this site, you agree to the Terms of Use and Privacy Policy. These transmission are still used in Nextel cup cars because of the durability and you would be stepping backwards to put in some late model 5 speed to get overdrive. This is just one of the reasons you want a Gear Vendors for these tranny’s. Not only will you get to keep your bulletproof 4speed but nothing in the car has to change (crossmember, tunnel, shifter and linkage all remain the same). Our kits for the Ford cars are very simple installs handled in just a few hours in your garage or at one of our dealers. No special tools are required and a new 1350 series driveline yoke comes with each kit so your local driveline shop can have the shaft ready by the time you installed the overdrive. Once installed you will have a whole different vehicle. Our 28.6 faster cruising gear will have your 4.10s behaving identical to 3.20x on the highway (3.55 would be 2.77). This 28 easier cruise gear will have the engine purring and the mileage up 22-28. No other modification you do to the car is going to pay you back in resale value or mileage like the Gear Vendors. In the long run it really costs you nothing to own our product and on top of these benefits you are stepping into a whole new level of performance. Hit the button on your shifter for the overdrive before you leave the line and you activate our AutoLaunch circuit. The car will accelerate in 1st and then shift clutchless to 1st-over which is just like you shifted to 2nd on either of the close ratio 4speeds. It’s much faster, tirebarking, and only a few hundredths different than shifting to 3rd. For this reason we ship these kits with our 6speed badges for your car and yet it is far more performance than any 6 speed available. All our kits come with a 2yr unlimited mileage, unlimited horsepower, unlimited abuse warranty. You are under warranty even at the dragstrip. Gear Vendors is the best you can buy in durability, performance, installation, warranty, operation, and mileage. For more details on this subject click here. Call us at the factory with any questions, see the Racing section for some “first on race day” Fords. FORD FINAL DRIVE RATIOS Find your transmission and rear gear multiplier below. The Final Drive Ratio shows you how many times the engine turns for one complete turn of the tires. This Final Drive number is also your torque multiplier when in that gear. GEAR VENDORS reputation for being the best is because of its sophisticated planetary construction. This means GEAR VENDORS is the only auxiliary intended as a GearSplitter behind automatics and the nicest to work behind both automatics and manuals. You are able to shift half gears that keep the engine in the power. Any auxiliary that requires you to lift off the accelerator or is not intended to shift frequently is not going to give you this performance. There is not room here to cover all the details so call the factory to discuss the full benefits demonstrated on these charts. Our Gear Vendor overdrive for Ford are available for the following manual transmissions: T10, T-18, T19, ZF-542, ZF547 and the ZF 6-650 6 Speed. Our Ford overdrive transmission provides 500 to 600 less RPM's plus 20 increase in fuel economy. You'll need an auxiliary overdrive transmission capable of gear splitting behind your transmission. The toughest built best performing auxiliary overdrive transmission you can buy is the Gear Vendor overdrive from Drivetrain Specialist. When shifted into overdrive final gear reducing both rpm and torque to reduce the manufacture of HP when steady cruising to improve fuel mileage and decreases wear on your engine. Two-year warranty rated at 30,000 pounds applications for Ford, most beneficial when used in commuters, tow vehicles, 5th wheels and Motor homes. Our overdrive kits are very complete and are designed for your specific vehicle, detailed installation instructions are included in kit, and installation is also available. Related to fuel economy, performance, and emissions — Gear Vendors overdrive units include state of the art electronics circuits that keep your vehicle in the optimum performing gear. Whether you are driving a older non-computer controlled vehicle or a late model with all the latest emissions computers our electronics provide the interface to ensure maximum performance and correct rpm without lugging or over reving in the wrong gear. The OE factory programming remains intact and our processor just makes it aware of the actual ratio 1,000 of times per second. In older vacuum or throttle linkage transmissions the stock governor on the output shaft instantly slows down the moment the overdrive shifts and so automatically moves the shift point in any overdrive gear up by the correct 28.6. So both electronic and non-electronic automatic transmissions gain a group of features including a passing gear or climbing gear that is automatically available without driver intervention and is at the split between 2nd and 3rd where you really want it. Need more information on how to save gas or diesel fuel? Fact is, when you are in 4X4 there is very little desire to use GearSplitting and overdrive unless you are racing (and we do make the in-between kit for that purpose), it's 2wd where the benefits of overdrive and additional gears are most needed, see YOUTUBE video for more information. All our kits bolt directly to the rear of the transmission, you can manually control the unit or we suggest you flip switch when leaving city limits sign and turn it off when you get to next city limit sign. No additional crossmembers are required and you retain the factory ground clearance instead of moving the transfer case rearward which puts it at or nearer the middle of the wheelbase where ground clearance is most critical.Call toll free at 800-216-1632. More fuel milage 20, 600 RPM reduction in Engine RPM means longer life and you save Money. Give our overdrive expert a call toll free 800-2161632 he can answer your questions and help you pick correct model for you application, and get free telephone support during installation when you purchase from www.drivetrain.com. They have a granny low and so then just 3 normally usable ratios. See the final drive ratios chart and notice the extreme benefit there is to gear splitting by using the Gear Vendors. The Overdrive will pay for itself while giving you tremendous performance gains in torque multiplication and horsepower. Read the other sections below, including 5speeds and Common Questions. No competing product can benefit you asmuch as the Gear Vendors so call us and get one on its way to you. At today’s 75mph highway speeds this is a very nice feature. Also now when you do shift up to 3rd-direct you are going 28 faster so therpm drops nearly half of what it did without the Gear Vendors. By running this gear, you will have a slightly higher torque multiplier and the transmission will run as much as 100 degrees cooler than in 6th (which is the weakest gear) so you will only use 6th when empty. When you are running empty 6th-over (double overdrive) will get you better fuel mileage and far less engine wear at today’s 75mph speed limits. Not only is the engine turning slower but so are all the engine driven accessories which cuts down on parasitic losses and wear to these components (turning the air compressor or alternator slower greatly reduces their work and load on the engine). Plus this gearing will actually pay for itself manytimes over the life of the vehicle. Even the resale value of your truck will improveby more than the cost of the Gear Vendors because you will be able to point out thatthe engine has seen better care and effectively far less miles than other used trucks.Although we do a tremendous amount of business nationally with customers moving theirGear Vendors from their old truck to their new truck, it’s likely even more economicalto get the added value when you sell and just purchase another Gear Vendors. The Final Drive Ratio shows you how many times the engine turns for one complete turn of tires. This Final Drive number is also your torque multiplier when in that gear. Gear Vendors reputation for being to best is because of its sophisticated planetary construction. This means Gear Vendors is the only auxiliary intended as a gear splitter behind automatics and the nicest to work behind both automatics and manuals. You are able to shift half gears that keep the engine in the power band. Any auxiliary that requires you to let off of the accelerator or is not intended to shift frequently is not going to give you this performance. Call GV about direct mount option. The following links provide specific application information, performance data that you can expect and the price data for your specific vehicle. Reference Guide Parts illustration. It was produced in three different overdrive ratios for use in Ford F-150 (and some limited F-250) full-size light-duty 2WD and 4WD pickup trucks.The top shift overdrive (TOD) is a four speed manual transmission with fourth gear as an overdrive.All forward gears are helical-type and are in constant mesh. The forward gear changes are accomplished with synchronizer sleeves.The reverse idler gear is in constant mesh with the countershaft gear. In reverse the spur-type gear on the reverse idler sliding gear meshes with the gear on the 1-2 synchronizer hub.The first-second fork and the reverse fork are attached directly to these rails.This shift control link contacts the shift fork in the transmission.The mating surfaces of these components are sealed with Anaerobic Sealer (Gasket Eliminator).This is useful when evaluating a loose transmission at a junk yard or swap meet.The two-character alpha code will identify the overdrive ratio as originally built. Other than identifying the OD ratio, the RTS alpha code is unimportant in adapting the Tremec to the Model A or early V8 Ford.The first style case is marked RF-E4TR-7006-AA and C-2604877, and the second style case is marked RF-E5TR-7006-AA and C-2605524 (8 hole butterfly front mount).These were made by Tremec, but are not marked 'RTS' on the steel tag. These may not be overdrive, and may be 1:1 fourth gear ratio.A provision for mounting the emergency brake handle to the transmission must also be fabricated.Reduction of the front main bearing retainer diameter size to fit the Model AA clutch housing. (for reference, the stock Tremec diameters are 4.850 inches and 1.430 inches). Adaptation of the shift lever to suit the user's needs. A 1980-86 Jeep T176 one-piece cane shift lever can be easily adapted to replace the Ford stub shifter shaft. Search for Crown Automotive 5359835 shift lever.A Ford 8N-7550 clutch disc, A C5NN-7600 pilot bearing and C0NN-7580-A throwout bearing can also be used.Assumptions are based on stock tire sizes and engine configuration.Increased engine Torque and HP are required for highway driving. Jeep parts American consumers experienced long lines at gas stations and limits on gasoline purchases. Rising gas prices created an immediate desire for vehicles offering better fuel economy. Ford was one of the first U.S. auto manufactures to actively pursue offering a factory OEM overdrive transmission. The result was a manual four speed transmission where fourth gear was an overdrive. Ford introduced the transmission with an advertising campaign touting how their new overdrive transmission was perfect for both “Town and Country”. This “car version” of the transmission was commonly referred to as the “RUG”. There are several ways to identify this transmission. The “RUG” tailhousing section frequently has casting numbers starting with D7, D8, and D9. We have also seen some transmission castings stamped “Orion”. The early version of the transmission is a cast iron case. An aluminum case would be introduced later. Casting numbres of 2603606 or 2603729 are commonly found on the case. The “RUG” model has the shift levers on the left hand side of the main case. When using this “RUG” version for conversions, additional items like shift rods and aHurst shifter will be required. The design of the “RUG” is often thought to be a Top Loader with an overdrive 4 gear. In actuality. The “RUG” overdrive gear is where 3rd gear is in the transmission. This was accomplished by flipping the shift lever arm upside down. A noticeable bulge protrusion is apparent on the passenger side of the case of the “RUG”. The bulge is approximately and inch and a half wide. This was to allow for the overdrive gear to fit in the case. The protrusion can offer salvage yeard searchers an easy way to identify this transmission. It should be noted that the “RUG” also have a lug cast on the tail shaft to allow for a driveshaft vibration damener to be used. The “Top Loader” has an 8 bolt pattern to accommodate both the “butterfly” and the earlier pre-1965 Ford bolt pattern. This version of the transmission had an aluminum case, aluminum shift town, and a top shift control cane shifter. These transmissions were more commonly referred to as “RTS”. The transmission was manufactured in Mexico by the Tremec Corp under the name “T-170”. The “RTS” was the first predecessor of the successful T-170 series of the transmission that would include the popular Jeep T176. This would later include the introduction of heavy duty 5 speeds in the early 1990’s. There are certainly more modern overdrive transmissions like the NV4500. The problem lies in length. Five speed transmissions are typically long and therefore just don’t fit well in a small wheel base vehicle. The transmission offers overdrive while retaining an acceptable rear driveshaft length. The 1972-1979 CJ5 Jeeps are a prime candidate for this transmission. Since these vehicles use the Dana 20 transfer case. The saturn overdrive is not an option. Although the transmission does not have a granny gear, it still similarly geared to many Jeep transmissions like the T15 and T-150. The transmission is also well suited for older Broncos who seek a better option than the “3 speed top loader”. It may not display this or other websites correctly. You should upgrade or use an alternative browser. Around 60 i think it turns about 3200 rpms, which is a little too high for my liking. I'm looking at trying to find a 4 speed manual with overdrive, overdrive being the 4th gear. Any ideas what to use and where to look. Thanks guys!This was commonly used in pick-up and vans applications. GM also used this trans in.You 'might' be able to re-drill your bell for the gm trans. The Mopar will require a spacer. The Mopar front bearing retainer is HUGE, dunno what gm used. These often turn up at swap meets and most guys walk past them. If you find one, you really need the shifter that goes with it. Buying the shifter separately will likely double the costs.This was commonly used in pick-up and vans applications. GM also used this trans in.You 'might' be able to re-drill your bell for the gm trans. The Mopar will require a spacer.