simplifying a manual tranny
#1
10-17-2011
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simplifying a manual tranny
What basic models of manual transmissions are available for sensorless and non electrical operation? I'm essentially trying to create a driveline that is as independent as possible, and doesn't depend on any computer input or fancy computer synchronization, rev limiters, etc..
It's operation must be 5 speed with reverse and must handle highway and off highway abuse. heavy equipment/machinery gear boxes are not an option as it needs to have a practical and drivable gear set, and be adaptable to most common v block engines
Thanks for any tips
It's operation must be 5 speed with reverse and must handle highway and off highway abuse. heavy equipment/machinery gear boxes are not an option as it needs to have a practical and drivable gear set, and be adaptable to most common v block engines
Thanks for any tips
Last edited by 08rangerdan; 10-17-2011 at 08:29 AM.
#2
10-20-2011
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Im not to sure what your getting at here. The vast majority of manual transmissions are as simple as it gets anyways. As far as sensors, a reverse switch is a given, maybe a neutral safety and speed sensor, depending on the model. Whats wrong w/ the stock ranger transmission? Its not electronically controlled.
#3
10-20-2011
#4
10-20-2011
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It does not get any simpler.....
The ONLY electrical switch on the Ranger manual trans is the reverse switch, which is the same switch used on virtually every Ford trans for the past 20+ years and merely completes a circuit.
There is no neutral (clutch override is what I'm guessing everyone meant, but that's on the pedal/Master) and the speed sensor comes from the rear.
The ONLY electrical switch on the Ranger manual trans is the reverse switch, which is the same switch used on virtually every Ford trans for the past 20+ years and merely completes a circuit.
There is no neutral (clutch override is what I'm guessing everyone meant, but that's on the pedal/Master) and the speed sensor comes from the rear.
#7
10-21-2011
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Not on my 04 or old 01, all 3 imes I did the clutches on them only plug was the reverse sensor.....of course last time was 3yrs ago.....now I gotta check tonight!
Last edited by buckgnarly; 10-21-2011 at 05:23 AM.
#8
10-21-2011
Here's the TRS article:
1995-1997 Rangers: The 1996-1998 Explorer speedometers use the same type of speedometer setup as the 1995-1997 Ranger. It has a VSS located near the rear section of the transmission/transfer case that gets input from a gear driven speed sensor on the output shaft.
The Vehicle Speed Sensor (VSS) is a small signal generator that is turned by a gear inside the transmission assembly. The Vehicle Speed Sensor produces 8 pulse per rotation which a stock computer assumes 8000 pulses per mile. The Vehicle Speed Sensor (VSS) is a variable reluctance sensor that generates a waveform with a frequency that is proportional to vehicle road speed. When the vehicle is moving slowly, the sensor produces a low frequency signal. As the vehicle speed increases, the sensor produces a higher frequency signal.
1998-2000 Rangers: 1999-2001 Explorer uses the same type of speedometer system as the 1998-2000 Ranger - no modifications needed. The 1998-2000 Rangers are not equipped with a VSS (Vehicle Speed Sensor). The PCM (Powertrain Control Module) receives vehicle speed information from the antilock brake system rear wheel speed sensor. The raw signal from the ABS/VSS sensor on the rear axle goes directly to the Explorer 4WABS module where the signal is corrected for tire diameter. Then the corrected signal is sent to the PCM, speed control, cluster, etc. In this system, the PCM is an end user of the corrected VSS signal.
2001-Newer Rangers: The problem comes when you drop the 5.0L Explorer engine in to a 2001 and newer Ranger. Starting in 2001, the Ranger gets its raw speed signal from the OSS (Output Shaft Speed) sensor on the transmission/transfer case. The OSS sensor is a magnetic pickup that provides transmission output shaft rotation speed information to the PCM (Powertrain Control Module) where it is corrected for tire diameter and axle ratio. The PCM uses the OSS sensor signal to help determine EPC (Electronic Pressure Control) pressure, shift scheduling and TCC (Torque Converter Clutch) operation. The PCM generates a 0~12V square wave. This frequency of the square wave is corrected to provide a standard 8000 pulses/mile using multipliers flashed into the PCM for axle ratio and tire diameter. It is sent to the speed control and the cluster. In this system the PCM is the correction and distribution point for the VSS signal.
The Vehicle Speed Sensor (VSS) is a small signal generator that is turned by a gear inside the transmission assembly. The Vehicle Speed Sensor produces 8 pulse per rotation which a stock computer assumes 8000 pulses per mile. The Vehicle Speed Sensor (VSS) is a variable reluctance sensor that generates a waveform with a frequency that is proportional to vehicle road speed. When the vehicle is moving slowly, the sensor produces a low frequency signal. As the vehicle speed increases, the sensor produces a higher frequency signal.
1998-2000 Rangers: 1999-2001 Explorer uses the same type of speedometer system as the 1998-2000 Ranger - no modifications needed. The 1998-2000 Rangers are not equipped with a VSS (Vehicle Speed Sensor). The PCM (Powertrain Control Module) receives vehicle speed information from the antilock brake system rear wheel speed sensor. The raw signal from the ABS/VSS sensor on the rear axle goes directly to the Explorer 4WABS module where the signal is corrected for tire diameter. Then the corrected signal is sent to the PCM, speed control, cluster, etc. In this system, the PCM is an end user of the corrected VSS signal.
2001-Newer Rangers: The problem comes when you drop the 5.0L Explorer engine in to a 2001 and newer Ranger. Starting in 2001, the Ranger gets its raw speed signal from the OSS (Output Shaft Speed) sensor on the transmission/transfer case. The OSS sensor is a magnetic pickup that provides transmission output shaft rotation speed information to the PCM (Powertrain Control Module) where it is corrected for tire diameter and axle ratio. The PCM uses the OSS sensor signal to help determine EPC (Electronic Pressure Control) pressure, shift scheduling and TCC (Torque Converter Clutch) operation. The PCM generates a 0~12V square wave. This frequency of the square wave is corrected to provide a standard 8000 pulses/mile using multipliers flashed into the PCM for axle ratio and tire diameter. It is sent to the speed control and the cluster. In this system the PCM is the correction and distribution point for the VSS signal.
#9
10-21-2011
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#10
10-22-2011
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I wasn't aware most manuals were so independent. I just assumed they were mostly electrically synchronized. I'm leaning towards a complete new powertrain, looking for a carborated v8 small block set up. But not sure what to look for with transmissions. Level 2 of my truck is on my mind, but won't be happening till I find a bulletproof tranny.
#12
10-22-2011
I cant think of any manual transmission that is "electronically synchronized". for uses the DPS6 in the fiesta and focus now which is an electronically shifted manual transmission, and its a disaster.
If you use a ford V8 you will want to use a M5ODR2 (Ranger transmission is an R1 to correct a previous post in this thread) or a ZF 5-speed out of a pre 1997 250 or 350
If you use a ford V8 you will want to use a M5ODR2 (Ranger transmission is an R1 to correct a previous post in this thread) or a ZF 5-speed out of a pre 1997 250 or 350
#13
10-22-2011
#14
10-22-2011
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I cant think of any manual transmission that is "electronically synchronized". for uses the DPS6 in the fiesta and focus now which is an electronically shifted manual transmission, and its a disaster.
If you use a ford V8 you will want to use a M5ODR2 (Ranger transmission is an R1 to correct a previous post in this thread) or a ZF 5-speed out of a pre 1997 250 or 350
If you use a ford V8 you will want to use a M5ODR2 (Ranger transmission is an R1 to correct a previous post in this thread) or a ZF 5-speed out of a pre 1997 250 or 350
#15
10-22-2011
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Somewhere out there, is a cherry 1977 f150 w/ your name on it. Seriously, for what your describing, I think you would be better off w/ a vintage truck. Its way easier to ditch electronics if they were never there to begin with. Hope your a decent wrench.
Last edited by always dirty; 10-22-2011 at 09:20 PM.
#16
10-23-2011
#17
10-23-2011
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Haha if I found a 77 bronco, I'd be sold. F150 just doesn't do it for me. I just like the rangers because of what you can stuff into a small package. I simply don't want the hassle of wiring, and really don't wanna mess up a pretty vintage truck on a trail
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