Compendio de Cajas de Cambio

OB1 · 10-09-2006, 20:22:17

MANUAL TRANSMISSIONS

T-18/T-98
Type: 4-spd. manual
Length (in.): 11.87
Weight (lb.): 150 (approx.)
Used by: Ford, Jeep, and IH in a number of vehicles and styles that may or may not be interchangeable due to bolt patterns, input-shaft lengths, and rear face designs. The T-18 and early-model (1953-66) T-98 are basically the same except in the way the main shaft is supported. This is a fairly compact transmission with a cast-iron case. Its extremely strong design makes it very popular, and it's easily adapted to a variety of applications. The left side of the case is stamped T-18 or T-98. A PTO access plate can be found on the left-hand side.

4-spd. manual
Length (in.): 11.87
Weight (lb.): 150 (approx.)
Used by: Ford, Jeep, and IH in a number of vehicles and styles that may or may not be interchangeable due to bolt patterns, input-shaft lengths, and rear face designs. The T-18 and early-model (1953-66) T-98 are basically the same except in the way the main shaft is supported. This is a fairly compact transmission with a cast-iron case. Its extremely strong design makes it very popular, and it's easily adapted to a variety of applications. The left side of the case is stamped T-18 or T-98. A PTO access plate can be found on the left-hand side.

T-170 SERIES
Type: 4-spd. manual
Ratios (:1) T-176 T-177 T-178
1st 3.52 3.82 3.00
2nd 2.27 2.29 2.08
3rd 1.46 1.46 1.47
4th 1.00 1.00 1.00
Rev. 3.52 3.83 3.01
Weight (lb.): 70 (approx.)
Length (in.): 10 1/4 (approx.)
Used by: Jeep, in various configurations from 1980-86. This aluminum-cased, fully synchronized transmission series was made by Tremac of Mexico. The least desirable is the T-178 with its tall First gear; the most desirable is the T-177, which has the widest gear spread of the three. Generally speaking, it was used with six-cylinder engines; most V-8s used the T-176. This series is conservatively rated at 275 lb.-ft. of torque, but these transmissions are capable of handling considerably more. These trannys use the Ford bolt pattern, the same as the T-150. The T-series may have casting No. 2604203. The shift cover is top-mounted and held on with 10 bolts.

4-spd. manual
Ratios (:1) T-176 T-177 T-178
1st 3.52 3.82 3.00
2nd 2.27 2.29 2.08
3rd 1.46 1.46 1.47
4th 1.00 1.00 1.00
Rev. 3.52 3.83 3.01
Weight (lb.): 70 (approx.)
Length (in.): 10 1/4 (approx.)
Used by: Jeep, in various configurations from 1980-86. This aluminum-cased, fully synchronized transmission series was made by Tremac of Mexico. The least desirable is the T-178 with its tall First gear; the most desirable is the T-177, which has the widest gear spread of the three. Generally speaking, it was used with six-cylinder engines; most V-8s used the T-176. This series is conservatively rated at 275 lb.-ft. of torque, but these transmissions are capable of handling considerably more. These trannys use the Ford bolt pattern, the same as the T-150. The T-series may have casting No. 2604203. The shift cover is top-mounted and held on with 10 bolts.

MUNCIE (SM) 465
Type: 4-spd. manual
Length (in.): 12
Ratios: 6.55:1 (1st); 3.58:1 (2nd); 1.57:1 (3rd); 1.00:1 (4th).
Used by: Chevrolet, in Blazers and pickups. This Muncie-built gearbox is often referred to as the SM 465 (the similar CH 465 uses a different cluster gear bearing assembly). The SM 465's cast-iron case is easily identified by being almost as wide as it is long, and by the stiffening ribs at the back of the case. It must be used with a matching bellhousing; instead of having a standard Chevy 4 11/16-inch bearing retainer, it uses a 5 1/8-inch retainer. It is very strong, but quite large and heavy, and the ratios above are the only ones available. 4-spd. manual
Length (in.): 12
Ratios: 6.55:1 (1st); 3.58:1 (2nd); 1.57:1 (3rd); 1.00:1 (4th).
Used by: Chevrolet, in Blazers and pickups. This Muncie-built gearbox is often referred to as the SM 465 (the similar CH 465 uses a different cluster gear bearing assembly). The SM 465's cast-iron case is easily identified by being almost as wide as it is long, and by the stiffening ribs at the back of the case. It must be used with a matching bellhousing; instead of having a standard Chevy 4 11/16-inch bearing retainer, it uses a 5 1/8-inch retainer. It is very strong, but quite large and heavy, and the ratios above are the only ones available.

Fuente: OffRoaders.com
http://www.offroaders.com/info/tech-...rans/trans.htm

Saludos,
OB1

OB1 · 10-09-2006, 20:23:36

AUTOMATIC TRANSMISSIONS

TH 350
Type: 3-spd. automatic
Ratios: 2.52:1 (1st); 1.52:1 (2nd); 1.00:1 (3rd).
Used by: Numerous vehicles. The TH 350 can handle a fair amount of power and is often found behind Chevy small-blocks and Buick V-6s. The TH 350 was offered with three bellhousing patterns, the pan has 13 bolts, and many adapter kits are available. The TH 350 measures 21 11/16 inches from bellhousing to extension housing, and most 4x4 applications use a special intermediate housing.

3-spd. automatic
Ratios: 2.52:1 (1st); 1.52:1 (2nd); 1.00:1 (3rd).
Used by: Numerous vehicles. The TH 350 can handle a fair amount of power and is often found behind Chevy small-blocks and Buick V-6s. The TH 350 was offered with three bellhousing patterns, the pan has 13 bolts, and many adapter kits are available. The TH 350 measures 21 11/16 inches from bellhousing to extension housing, and most 4x4 applications use a special intermediate housing.

TH 400
Type: 4-spd. automatic
Ratios: 2.48:1 (1st); 1.48:1 (2nd); 1.00:1 (3rd).
Used by: Most pre-1979 six-cylinder and V-8 Jeeps, and 1967-90 full-size GM trucks (it was replaced for 1991 by the new 4L80E electronic four-speed automatic). The TH 400 is a bigger, stronger version of the TH 350, and is suitable for built small-blocks, big-blocks, or diesels. The case is 24 1/4 inches long, the short tailshaft is four inches, and the "Texas-shaped" pan has 13 bolts.

4-spd. automatic
Ratios: 2.48:1 (1st); 1.48:1 (2nd); 1.00:1 (3rd).
Used by: Most pre-1979 six-cylinder and V-8 Jeeps, and 1967-90 full-size GM trucks (it was replaced for 1991 by the new 4L80E electronic four-speed automatic). The TH 400 is a bigger, stronger version of the TH 350, and is suitable for built small-blocks, big-blocks, or diesels. The case is 24 1/4 inches long, the short tailshaft is four inches, and the "Texas-shaped" pan has 13 bolts.

TH 700R4
Type: 4-spd. automatic
Ratios: 3.06:1 (1st); 1.62:1 (2nd); 1.00:1 (3rd); 0.70:1 (4th).
Used by: Smaller 1982-90 GM trucks (replaced for '91 by the 4L80E four-speed). The 700R4 can be found behind V-6s and small V-8s. GM S-truck units have minor interior differences and fewer clutches. Later (1985-87) models had better gears and sprags and 30-spline output shafts; these are the preferable units. The case is 23 3/8 inches long, 4x4 units use an intermediate housing, and the pan uses 16 bolts. 4-spd. automatic
Ratios: 3.06:1 (1st); 1.62:1 (2nd); 1.00:1 (3rd); 0.70:1 (4th).
Used by: Smaller 1982-90 GM trucks (replaced for '91 by the 4L80E four-speed). The 700R4 can be found behind V-6s and small V-8s. GM S-truck units have minor interior differences and fewer clutches. Later (1985-87) models had better gears and sprags and 30-spline output shafts; these are the preferable units. The case is 23 3/8 inches long, 4x4 units use an intermediate housing, and the pan uses 16 bolts.

C-4
Type: 3-spd. automatic
Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd).
Used by: 1964-81 six-cylinder and small-block V-8 Ford F-trucks. It is smaller and lighter than a C-6, and has a nearly cylindrical case. The case is 17 inches long, and the tailshaft for 4x4 versions measures 7 3/8 inches. The pan has 11 bolts, and two bellhousing patterns were offered. On the flared bellhousing model, the dipstick enters the pan; on the step bellhousing model, the dipstick enters the case.

3-spd. automatic
Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd).
Used by: 1964-81 six-cylinder and small-block V-8 Ford F-trucks. It is smaller and lighter than a C-6, and has a nearly cylindrical case. The case is 17 inches long, and the tailshaft for 4x4 versions measures 7 3/8 inches. The pan has 11 bolts, and two bellhousing patterns were offered. On the flared bellhousing model, the dipstick enters the pan; on the step bellhousing model, the dipstick enters the case.

C-5
Type: 3-spd. automatic
Used by: 1982-84 Ford Rangers and 1982-86 light-duty full-size Ford trucks.The C-5 is basically a C-4 with a lockup torque converter. The gear ratios are the same as the C-4's; it can be distinguished from a C-4 by the hump in the oil pan.

3-spd. automatic
Used by: 1982-84 Ford Rangers and 1982-86 light-duty full-size Ford trucks.The C-5 is basically a C-4 with a lockup torque converter. The gear ratios are the same as the C-4's; it can be distinguished from a C-4 by the hump in the oil pan.

C-6
Type: 3-spd. automatic
Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd).
Used by: 1968-and-later Fords with big-block V-8s. Three bellhousing patterns were offered, and the pan has 17 bolts. The case is 20 inches long, and the 4x4 version's steel housing tailshaft bolts direct to the transfer case and is 5 3/4 inches long.

3-spd. automatic
Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd).
Used by: 1968-and-later Fords with big-block V-8s. Three bellhousing patterns were offered, and the pan has 17 bolts. The case is 20 inches long, and the 4x4 version's steel housing tailshaft bolts direct to the transfer case and is 5 3/4 inches long.

FORD AOD
Type: 4-spd. automatic
Ratios: 2.40:1 (1st); 1.47:1 (2nd); 1.00:1 (3rd); 0.67:1 (4th).
Used by: 1982-84 Rangers and 1982-86 light-duty full-size Ford trucks. The AOD does not look like any C-series unit because of its lateral and longitudinal ribs. It is not considered strong enough for big power.

4-spd. automatic
Ratios: 2.40:1 (1st); 1.47:1 (2nd); 1.00:1 (3rd); 0.67:1 (4th).
Used by: 1982-84 Rangers and 1982-86 light-duty full-size Ford trucks. The AOD does not look like any C-series unit because of its lateral and longitudinal ribs. It is not considered strong enough for big power.

FORD E4OD
Type: Electronic 4-spd. automatic.
Used by: Newer Diesel and big-block Ford pickups.The E4OD's torque converter and transmission are controlled by the same computer that runs the engine. Unless you have a Ford EEC-IV engine, the E4OD can't be swapped in. Can be reprogrammed with proper chip kits.
Type: Electronic 4-spd. automatic.
Used by: Newer Diesel and big-block Ford pickups.The E4OD's torque converter and transmission are controlled by the same computer that runs the engine. Unless you have a Ford EEC-IV engine, the E4OD can't be swapped in. Can be reprogrammed with proper chip kits.

TORQUEFLITE 727 (TF :cool:
Type: 3-spd. automatic
Ratios: 2.45:1 (1st); 1.45:1 (2nd); 1.00:1 (3rd).
Used by: 1980-and-newer Jeep Grand Wagoneers, and in big-block Dodge trucks. The smooth case of the 727 was made of cast iron until 1963, and aluminum after that. There were three bellhousings offered, and the pan has 14 bolts. The case is 16 inches long, and the 4x4 version's tailshaft, which attaches directly to the transfer case, is 8 1/2 inches long. Truck and motorhome versions use a short tailshaft, and some units have a parking brake at the rear.

3-spd. automatic
Ratios: 2.45:1 (1st); 1.45:1 (2nd); 1.00:1 (3rd).
Used by: 1980-and-newer Jeep Grand Wagoneers, and in big-block Dodge trucks. The smooth case of the 727 was made of cast iron until 1963, and aluminum after that. There were three bellhousings offered, and the pan has 14 bolts. The case is 16 inches long, and the 4x4 version's tailshaft, which attaches directly to the transfer case, is 8 1/2 inches long. Truck and motorhome versions use a short tailshaft, and some units have a parking brake at the rear.

TORQUEFLITE 900 SERIES:

TORQUEFLITE 904 (TF 6)
Type: 3-spd. automatic
Used by: Many Dodge 4x2 trucks and cars, and some 4x4s; also found in Jeeps with GM or Renault four-cylinder engines. The 904 is neither as common or as strong as the TorqueFlite 727.

The TorqueFlite 909 is identical, except for a mechanical lockup, and is found in some 1980-and-later Jeeps.

The TorqueFlite 999 has a larger bellhousing and torque converter, and uses a 2.74:1 First gear; the 904 and 909 use a 2.45:1 First. The 999 was found behind six-cylinder- and V-8-powered CJs, and is said to make a good trail transmission

Fuente: OffRoaders.com
http://www.offroaders.com/info/tech...trans/trans.htm

Saludos,
OB1

10-09-2006, 20:22:17	#1
OB1 Senior Member Top 1000 Fecha de Ingreso: Jan 2003 Ubicación: Vitacura Edad: 67 Mensajes: 2.365	Compendio de Cajas de Cambio MANUAL TRANSMISSIONS T-18/T-98 Type: 4-spd. manual Length (in.): 11.87 Weight (lb.): 150 (approx.) Used by: Ford, Jeep, and IH in a number of vehicles and styles that may or may not be interchangeable due to bolt patterns, input-shaft lengths, and rear face designs. The T-18 and early-model (1953-66) T-98 are basically the same except in the way the main shaft is supported. This is a fairly compact transmission with a cast-iron case. Its extremely strong design makes it very popular, and it's easily adapted to a variety of applications. The left side of the case is stamped T-18 or T-98. A PTO access plate can be found on the left-hand side. 4-spd. manual Length (in.): 11.87 Weight (lb.): 150 (approx.) Used by: Ford, Jeep, and IH in a number of vehicles and styles that may or may not be interchangeable due to bolt patterns, input-shaft lengths, and rear face designs. The T-18 and early-model (1953-66) T-98 are basically the same except in the way the main shaft is supported. This is a fairly compact transmission with a cast-iron case. Its extremely strong design makes it very popular, and it's easily adapted to a variety of applications. The left side of the case is stamped T-18 or T-98. A PTO access plate can be found on the left-hand side. T-170 SERIES Type: 4-spd. manual Ratios (:1) T-176 T-177 T-178 1st 3.52 3.82 3.00 2nd 2.27 2.29 2.08 3rd 1.46 1.46 1.47 4th 1.00 1.00 1.00 Rev. 3.52 3.83 3.01 Weight (lb.): 70 (approx.) Length (in.): 10 1/4 (approx.) Used by: Jeep, in various configurations from 1980-86. This aluminum-cased, fully synchronized transmission series was made by Tremac of Mexico. The least desirable is the T-178 with its tall First gear; the most desirable is the T-177, which has the widest gear spread of the three. Generally speaking, it was used with six-cylinder engines; most V-8s used the T-176. This series is conservatively rated at 275 lb.-ft. of torque, but these transmissions are capable of handling considerably more. These trannys use the Ford bolt pattern, the same as the T-150. The T-series may have casting No. 2604203. The shift cover is top-mounted and held on with 10 bolts. 4-spd. manual Ratios (:1) T-176 T-177 T-178 1st 3.52 3.82 3.00 2nd 2.27 2.29 2.08 3rd 1.46 1.46 1.47 4th 1.00 1.00 1.00 Rev. 3.52 3.83 3.01 Weight (lb.): 70 (approx.) Length (in.): 10 1/4 (approx.) Used by: Jeep, in various configurations from 1980-86. This aluminum-cased, fully synchronized transmission series was made by Tremac of Mexico. The least desirable is the T-178 with its tall First gear; the most desirable is the T-177, which has the widest gear spread of the three. Generally speaking, it was used with six-cylinder engines; most V-8s used the T-176. This series is conservatively rated at 275 lb.-ft. of torque, but these transmissions are capable of handling considerably more. These trannys use the Ford bolt pattern, the same as the T-150. The T-series may have casting No. 2604203. The shift cover is top-mounted and held on with 10 bolts. MUNCIE (SM) 465 Type: 4-spd. manual Length (in.): 12 Ratios: 6.55:1 (1st); 3.58:1 (2nd); 1.57:1 (3rd); 1.00:1 (4th). Used by: Chevrolet, in Blazers and pickups. This Muncie-built gearbox is often referred to as the SM 465 (the similar CH 465 uses a different cluster gear bearing assembly). The SM 465's cast-iron case is easily identified by being almost as wide as it is long, and by the stiffening ribs at the back of the case. It must be used with a matching bellhousing; instead of having a standard Chevy 4 11/16-inch bearing retainer, it uses a 5 1/8-inch retainer. It is very strong, but quite large and heavy, and the ratios above are the only ones available. 4-spd. manual Length (in.): 12 Ratios: 6.55:1 (1st); 3.58:1 (2nd); 1.57:1 (3rd); 1.00:1 (4th). Used by: Chevrolet, in Blazers and pickups. This Muncie-built gearbox is often referred to as the SM 465 (the similar CH 465 uses a different cluster gear bearing assembly). The SM 465's cast-iron case is easily identified by being almost as wide as it is long, and by the stiffening ribs at the back of the case. It must be used with a matching bellhousing; instead of having a standard Chevy 4 11/16-inch bearing retainer, it uses a 5 1/8-inch retainer. It is very strong, but quite large and heavy, and the ratios above are the only ones available. Fuente: OffRoaders.com http://www.offroaders.com/info/tech-...rans/trans.htm Saludos, OB1

10-09-2006, 20:23:36	#2
OB1 Senior Member Top 1000 Fecha de Ingreso: Jan 2003 Ubicación: Vitacura Edad: 67 Mensajes: 2.365	parte 2 AUTOMATIC TRANSMISSIONS TH 350 Type: 3-spd. automatic Ratios: 2.52:1 (1st); 1.52:1 (2nd); 1.00:1 (3rd). Used by: Numerous vehicles. The TH 350 can handle a fair amount of power and is often found behind Chevy small-blocks and Buick V-6s. The TH 350 was offered with three bellhousing patterns, the pan has 13 bolts, and many adapter kits are available. The TH 350 measures 21 11/16 inches from bellhousing to extension housing, and most 4x4 applications use a special intermediate housing. 3-spd. automatic Ratios: 2.52:1 (1st); 1.52:1 (2nd); 1.00:1 (3rd). Used by: Numerous vehicles. The TH 350 can handle a fair amount of power and is often found behind Chevy small-blocks and Buick V-6s. The TH 350 was offered with three bellhousing patterns, the pan has 13 bolts, and many adapter kits are available. The TH 350 measures 21 11/16 inches from bellhousing to extension housing, and most 4x4 applications use a special intermediate housing. TH 400 Type: 4-spd. automatic Ratios: 2.48:1 (1st); 1.48:1 (2nd); 1.00:1 (3rd). Used by: Most pre-1979 six-cylinder and V-8 Jeeps, and 1967-90 full-size GM trucks (it was replaced for 1991 by the new 4L80E electronic four-speed automatic). The TH 400 is a bigger, stronger version of the TH 350, and is suitable for built small-blocks, big-blocks, or diesels. The case is 24 1/4 inches long, the short tailshaft is four inches, and the "Texas-shaped" pan has 13 bolts. 4-spd. automatic Ratios: 2.48:1 (1st); 1.48:1 (2nd); 1.00:1 (3rd). Used by: Most pre-1979 six-cylinder and V-8 Jeeps, and 1967-90 full-size GM trucks (it was replaced for 1991 by the new 4L80E electronic four-speed automatic). The TH 400 is a bigger, stronger version of the TH 350, and is suitable for built small-blocks, big-blocks, or diesels. The case is 24 1/4 inches long, the short tailshaft is four inches, and the "Texas-shaped" pan has 13 bolts. TH 700R4 Type: 4-spd. automatic Ratios: 3.06:1 (1st); 1.62:1 (2nd); 1.00:1 (3rd); 0.70:1 (4th). Used by: Smaller 1982-90 GM trucks (replaced for '91 by the 4L80E four-speed). The 700R4 can be found behind V-6s and small V-8s. GM S-truck units have minor interior differences and fewer clutches. Later (1985-87) models had better gears and sprags and 30-spline output shafts; these are the preferable units. The case is 23 3/8 inches long, 4x4 units use an intermediate housing, and the pan uses 16 bolts. 4-spd. automatic Ratios: 3.06:1 (1st); 1.62:1 (2nd); 1.00:1 (3rd); 0.70:1 (4th). Used by: Smaller 1982-90 GM trucks (replaced for '91 by the 4L80E four-speed). The 700R4 can be found behind V-6s and small V-8s. GM S-truck units have minor interior differences and fewer clutches. Later (1985-87) models had better gears and sprags and 30-spline output shafts; these are the preferable units. The case is 23 3/8 inches long, 4x4 units use an intermediate housing, and the pan uses 16 bolts. C-4 Type: 3-spd. automatic Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd). Used by: 1964-81 six-cylinder and small-block V-8 Ford F-trucks. It is smaller and lighter than a C-6, and has a nearly cylindrical case. The case is 17 inches long, and the tailshaft for 4x4 versions measures 7 3/8 inches. The pan has 11 bolts, and two bellhousing patterns were offered. On the flared bellhousing model, the dipstick enters the pan; on the step bellhousing model, the dipstick enters the case. 3-spd. automatic Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd). Used by: 1964-81 six-cylinder and small-block V-8 Ford F-trucks. It is smaller and lighter than a C-6, and has a nearly cylindrical case. The case is 17 inches long, and the tailshaft for 4x4 versions measures 7 3/8 inches. The pan has 11 bolts, and two bellhousing patterns were offered. On the flared bellhousing model, the dipstick enters the pan; on the step bellhousing model, the dipstick enters the case. C-5 Type: 3-spd. automatic Used by: 1982-84 Ford Rangers and 1982-86 light-duty full-size Ford trucks.The C-5 is basically a C-4 with a lockup torque converter. The gear ratios are the same as the C-4's; it can be distinguished from a C-4 by the hump in the oil pan. 3-spd. automatic Used by: 1982-84 Ford Rangers and 1982-86 light-duty full-size Ford trucks.The C-5 is basically a C-4 with a lockup torque converter. The gear ratios are the same as the C-4's; it can be distinguished from a C-4 by the hump in the oil pan. C-6 Type: 3-spd. automatic Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd). Used by: 1968-and-later Fords with big-block V-8s. Three bellhousing patterns were offered, and the pan has 17 bolts. The case is 20 inches long, and the 4x4 version's steel housing tailshaft bolts direct to the transfer case and is 5 3/4 inches long. 3-spd. automatic Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd). Used by: 1968-and-later Fords with big-block V-8s. Three bellhousing patterns were offered, and the pan has 17 bolts. The case is 20 inches long, and the 4x4 version's steel housing tailshaft bolts direct to the transfer case and is 5 3/4 inches long. FORD AOD Type: 4-spd. automatic Ratios: 2.40:1 (1st); 1.47:1 (2nd); 1.00:1 (3rd); 0.67:1 (4th). Used by: 1982-84 Rangers and 1982-86 light-duty full-size Ford trucks. The AOD does not look like any C-series unit because of its lateral and longitudinal ribs. It is not considered strong enough for big power. 4-spd. automatic Ratios: 2.40:1 (1st); 1.47:1 (2nd); 1.00:1 (3rd); 0.67:1 (4th). Used by: 1982-84 Rangers and 1982-86 light-duty full-size Ford trucks. The AOD does not look like any C-series unit because of its lateral and longitudinal ribs. It is not considered strong enough for big power. FORD E4OD Type: Electronic 4-spd. automatic. Used by: Newer Diesel and big-block Ford pickups.The E4OD's torque converter and transmission are controlled by the same computer that runs the engine. Unless you have a Ford EEC-IV engine, the E4OD can't be swapped in. Can be reprogrammed with proper chip kits. Type: Electronic 4-spd. automatic. Used by: Newer Diesel and big-block Ford pickups.The E4OD's torque converter and transmission are controlled by the same computer that runs the engine. Unless you have a Ford EEC-IV engine, the E4OD can't be swapped in. Can be reprogrammed with proper chip kits. TORQUEFLITE 727 (TF :cool: Type: 3-spd. automatic Ratios: 2.45:1 (1st); 1.45:1 (2nd); 1.00:1 (3rd). Used by: 1980-and-newer Jeep Grand Wagoneers, and in big-block Dodge trucks. The smooth case of the 727 was made of cast iron until 1963, and aluminum after that. There were three bellhousings offered, and the pan has 14 bolts. The case is 16 inches long, and the 4x4 version's tailshaft, which attaches directly to the transfer case, is 8 1/2 inches long. Truck and motorhome versions use a short tailshaft, and some units have a parking brake at the rear. 3-spd. automatic Ratios: 2.45:1 (1st); 1.45:1 (2nd); 1.00:1 (3rd). Used by: 1980-and-newer Jeep Grand Wagoneers, and in big-block Dodge trucks. The smooth case of the 727 was made of cast iron until 1963, and aluminum after that. There were three bellhousings offered, and the pan has 14 bolts. The case is 16 inches long, and the 4x4 version's tailshaft, which attaches directly to the transfer case, is 8 1/2 inches long. Truck and motorhome versions use a short tailshaft, and some units have a parking brake at the rear. TORQUEFLITE 900 SERIES: TORQUEFLITE 904 (TF 6) Type: 3-spd. automatic Used by: Many Dodge 4x2 trucks and cars, and some 4x4s; also found in Jeeps with GM or Renault four-cylinder engines. The 904 is neither as common or as strong as the TorqueFlite 727. The TorqueFlite 909 is identical, except for a mechanical lockup, and is found in some 1980-and-later Jeeps. The TorqueFlite 999 has a larger bellhousing and torque converter, and uses a 2.74:1 First gear; the 904 and 909 use a 2.45:1 First. The 999 was found behind six-cylinder- and V-8-powered CJs, and is said to make a good trail transmission Fuente: OffRoaders.com http://www.offroaders.com/info/tech...trans/trans.htm Saludos, OB1