Help Identifying 4 spd Top loader

I hope someone can help me identify a 4 speed top loader. I bought a 70 Cyclone Clone recently with the intentions of using the 4 speed top loader and the Hurst Indy Shifter in my 71 Maverick Grabber Clone. I would really like to know what it came out of and if it is a wide ratio or close ratio. Would also like to know if the tail shaft matches. I think it does.

If I know this info I can make a decision whether I am going to use a 5 speed out of a early V8 Fox body or this one for my Maverick build. I have a concern using this trans with my 373 geared posi rear end that is out of a mountaineer because I may need an over drive type trans.

I do know it is a 68-71 trans. The case reads: C8AR 7006-D W1 F-6
Rug E3 010069

The tail shaft reads: C4ZR-1A040-A W2 I believe.

I would appreciate it much if someone knows these codes and can help me.

 

David Kee toploaders can be your best friend when it comes to top loaders, heres a link. I says 69 Mustang -Cougar 302-351 28 spline wide ratio

http://www.davidkeetoploaders.com/idchart2.htm

 

http://www.davidkeetoploaders.com/idchart2.htm

 

Thanks guys. That does not tell me if the tail piece is matching tough??

 

Matches what? The original '70 Mercury?

The C4ZR-7A040-A tailpiece decodes as:
1964-73 Mustang, Cougar 289, 302, 351 engines
14" length, 25 or 28 spline

The RUG E3 tag decodes as:
1969Mustang, Cougar302, 351wide28-spline

The C8AR 7006-D case decodes as:
1968 casting used from 68-71. Wide 8 hole case.

I ran a C5AR 7006-D with a RUG J1 tag in my Comet. Used the original driveshaft, original C4 cross member and installed an I6 clutch pedal and linkage setup. My input shaft was the short version, so I had some trouble there, but ran it anyway. I can get the tail numbers for you if you like.

Even though I LOVE a 4-speed, if I were to do it again (which I am) I would get an OD transmission.

 

I have heard that it is possible to use a different tail on the main case thus the trans is not as valuable. Right?

I think I will take your and others advice and use a 5 speed trans. After all I can pick up a really good, early Fox V8 5 speed with shifter for $500 and I can sell this four speed for around $1400 and the shifter for $200 after I have it checked out.

 

Wow, where are you finding someone to pay $1400.00 for a 4 speed, I have one I would sell with the Hurst shifter at that price!

 

My neighbor offered me that for his Mustang that he wants to put the original trans in.

 

And mine is from a 1969 Mustang lol

 

I will tell him if I decide to keep mine. One reason he would pay that much is no shipping.

 

Ran it anyway ? Still are, or did you break the input bearing and pull the transmission ? Because that's exactly what will happen running the short snout 390 transmission in a small block bell. The input doesn't reach into the pilot bearing, leaving it unsupported when the clutch is released.

 

When I originally did the manual conversion, I was in high school and did not know about the different length input shafts. Surprisingly, the input shaft and bearing did not fail. When I pulled it a couple years ago to start restoration #2, I noticed that the input shaft snout was not shiny, but instead had a coating of surface rust on it. 10 years worth of driving and it was never supported by the pilot bearing... I'm amazed it did not fail on me. Had to have been a fluke.

I still have the top loader. If I ever decide to do anything with it, I will obviously need to replace the input shaft and bearing. It actually needs a complete rebuild...

 

Yea, you got lucky. I made this mistake twice back in the early 80's with my 67 big block FB Stang. Broke two transmissions (both input bearing failures) before I realized something wasn't right. I had cracked the stock FE bell that came with the car and substituted a pickup truck bell (which were deeper as the small block bells are). Toploaders were dirt cheap back then, you could find them pretty easily for $50 at a junkyard then. I had the stock bell welded and put back in the car.

 

Oh, don't do that.
The truck FE bell housings should never be used with a Mustang/Cougar 390/428CJ top loader. With an FE engine you can't use the truck bell housing in a car, without damage to the input shaft. Side by side, there is enough of a depth difference to cause serious problems.

 

Yea, that's what I just said. This was 30 years ago that I learned this the hard way. It can be done though by using the thicker Bronco/Boss 302 pilot bushing.