EJ,

My T-85 C-1A / R11-1E came out of a '56 Merc. The trans mount is about 18" from the bellhousing, which puts it behind the trans support of the '55. I'd have to fabricate a mount to cope with this.

Do you know of any reason why the '55 T-Bird O/D for 272 wouldn't work? It looks like it would bolt right in using the stock 3-sp driveshaft. Do you know if this trans is beefier than the passenger T-86 / R-10?

See pics below of my (rusty, red) T-85 C-1A / R11-1E and the (black) '55 T-Bird O/D (model #?) showing a "AF-7006-" casting number on the trans and "R10F-1A" on the O/D.

"The way that you wander is the way that you choose..."



1955 Ford 70B-223/FoM, 1955 Ford 78A-272/3sp

My solution has been to modify the transmission crossmembers for the ‘55/’56 cars to use the later model trannies.  While I’ve sectioned the factory transmission crossmembers in the past to shorten it so it the whole assembly could move further back in the V section of the frame, the last one I did was just a matter of adding a flat plate to the top of the crossmember so I could relocate the holes for the rubber tranny mount.

Lorena, Texas (South of Waco)

I am facing a similar issue with instal of a T85 R11 in a 54 Ranch Wagon. Either the rear trans mount needs to modified or the rear cross member needs to be modified.



Regarding the shifting of the T85 R11, you probably know already the trans won't shift into reverse or first with OD engaged. Sticky solenoids can sometimes be traced to poor wiring, internal or external. Points must be clean and a little lube on the shaft helps.

I must commend you on the rebuild, although straight forward it no easy task. Are you testing on the bench or in the car?

Well Y8er, I've been messing with this for the better part of 3 years. First I had to change the input shaft but mine was a T-89 which is the truck version of the T-85. I put two bad ones together to make one good one. I hassled with various problems for years. I finally have it ready to go. On mine the trans mount is going to work I think. If you had a T-85 out of a '57 or '58 ford it should be a plug & play. If I was going to do it all over I'd have just got a T-86 R10 out of a '56 Ford. My 272 doesn't need anything as heavy duty as a T-85. I am just going to run a hot wire to the solenoid to activate it with a switch. I hope to have everything in & running within the next month or so. If yours is a '55 and still 6V then you'll have to deal with that. The good part of that is 6V solenoids are a lot cheaper than 12V ones...

Doing Fords for 45 years. '56 Customline Victoria

E.J. in Havana FL

What's necessary to install a T-85/R-11 in a '55 S/D? It appears the trans mount would be on the back side of the trans support instead of the front, like the 3-sp manual.

I also have a O/D trans out of a '55 T-Bird with 272. Would a T-86/R-10 be correct for a '55 S/D? Thanks for any help or tips.

"The way that you wander is the way that you choose..."



1955 Ford 70B-223/FoM, 1955 Ford 78A-272/3sp

Thanks Carl. I'll take care of it Monday...

Doing Fords for 45 years. '56 Customline Victoria

E.J. in Havana FL

E.J I sent you a pm about your overdrive Carl

I am interested in finding an expert on T-85 overdrive transmissions in the southeast. I have been messing with one for about 3 years and I have it all back together but something just doesn't seem right to me. The main box is fine but it just seems like something isn't quite right with the overdrive unit. It may be fine. I just do not have enough experience with overdrives to know. I would like to bring it to someone who really knows these units & have them take the rear housing off & check it out before I go to all the trouble of putting in the car and then finding out something is wrong. Any ideas will be appreciated.

Doing Fords for 45 years. '56 Customline Victoria

E.J. in Havana FL

There is a rod Ron, and it seems to operate normally. The thing is, I can pull the solenoid up & everything works normal for awhile then it may revert to the above condition for no apparent reason.

Doing Fords for 45 years. '56 Customline Victoria

E.J. in Havana FL

There should be an internal rod to positively disengage o.d. when shifting into reverse.  Locking in o.d. actually creates a hillholder and if you backup it can distroy the sun gears.

Goodluck,

Ron.