Spicer 7 Speed Manual
89 f-350, CrewCab, 4x4 (originally 2x4 auto), dana 60, 4-spd T-19 manual, us gear OD, NP208 transfercase, 40-20-40 bench seats front and rear, 97 aluminum rims, homemade front bumper/brushgaurd w/ receiver hitch, working fuel gauges (big improvement), overhead console with temperature readout, New steering box, Polyurethane bushings on front end, 4' exhaust, Explorer keyless entry, Things in the works: NP205 transfercase, 94 factory turbo, 96 front clip, reverse shackle, fresh paint, coolant filter, Currently Ripped apart. The clutch is 14', and can be a single or dual disc. The hydralics are simular to other current F-series trucks. The trans wieghs nearly 700 pounds, dry. You would have to raise the body about 12 inches to clear the trans, and then there is the need for a custom built bellhousing, relocating the shifter hole in the floor board, a custom balanced flywheel, a custom drive shaft and yoke, etc.
But, it can be done!! You can get some information on spicer transmissions at: Good luck! Charles - 2000 F-650 XLT CREWCAB, 210 HP CAT, SPICER 7 SPEED, AIR BRAKES, CRUISE CONTROL, 4:88 AXLE, ALL PULLING MY 1999 40 FOOT TETON FIFTH WHEEL. FULL TIME RV'ER, LOVING IT. Spicer fully synchronized 'EASY-SHIFT™' transmissions are available in both 5-speed and 7-speed models. These 7-speed models are marketed as alternatives to combinations of a 5-speed with a 2-speed axle.
Unlike Eaton, Spicer lists weights (see below) including clutch bell housings, so to compare offerings from these competing brands, we must make adjustments to fairly compare them. Torque ratings are in lb.-ft. Spicer uses these torque ratings in creating their model names, just as Eaton does in naming their transmissions.
These Spicers appear in medium duty trucks mated to V-8 Navistar Diesels, so we know mating bell housings and clutch assemblies are available. Contact TTC to obtain a listing of all bell housings and clutch assemblies they know to be available for these transmissions.
Spicer 7 Speed Transmission Service Manual
The following table shows torque ratings and absolute gear ratios for these Spicer's 7-speeds. Ft.) - Reverse - 1st -2nd - 3rd -4th - 5th -6th -7th ES56-7B -560 -8.99 -10.09 - 5.98 - 3.72 - 2.56 - 1.81 - 1.35 - 1.00 ESO66-7B -660 -6.66 -7.48 - 4.43 - 2.76 - 1.90 - 1.34 - 1.00 - 0.74 (overdrive model) The next table shows what I consider to be the most important factor in determining how any well-shifting transmission 'feels' to drivers. Shift ratio staging progressions also determine how closely transmissions allow drivers to match any engine's performance curves to actual road loads. MPG, top speed, engine life, maximum speed climbing hills while loaded and interior noise are all affected significantly by gearing and ratio staging.
Note that there is always one less shift than the number of gears. Smooth progressions from higher percentages to lower percentages with each up-shift are better than prorgessions that fall, then go up, then go down, and up, and down.
These Spicer 7-speeds are wonderfully staged. In my opinion, the ZF-6 is not. But you should examine the progressions below and compare them so you can form your own opinion.
I believe that if two otherwise identically heavily loaded diesels trucks were fitted with the ZF-6 in one and one of these much better staged Spicer 7-speeds, your driving impression would be that the 7-speed had a very significant advantage because it's gear staging doesn't creat any unnecessary 'holes' or wide gaps, whereas the ZF-6 does. It surely would be fun to hear someone from ZF try to explain why they decided to select that strange gearing progression. Maybe a 'bad hair day,' or 'forgot what we learned in transmission gear selection 101,' or what?? Of course these are just my opinions, but I see that neither Spicer or Eaton Fuller's group made gear staging selections which appear to be so poorly configured. Shift Ratio Staging Progression Percentages MODEL -1st -2nd - 3rd - 4th - 5th - 6th ES56-7B -69 -61 -45 -41 -34 -35 (excellent progression) ESO66-7B -69 -61 -45 -41 -34 -35 (excellent progression) Note that the ESO66-7B overdrive transmission has an overall gearing ratio of 7.48/.74 = 10.11.
This is the ratio between its 7.48 1st gear and its.74 overdrive ratio. So it's overall gearing ratio is almost identical to the non overdrive ES56-7B from its 10.09 1st gear ratio and 1.00 top ratio.
MODEL -Weight - Clutch Housing - Lube Capacity - Overall Length - PTO Speed (% of Engine) ES56-7B -454 lbs. SAE #2 -22 pints -32.87' -49.0 or 66.0 ESO66-7B - 454 lbs. SAE #2 -22 pints -32.87' -49.0 or 66.0 Obviously these are NOT 700# transmissions. All this information is from the manufacturer's I-net site.
For comparison, here's the ZF-6: 1st -2nd - 3rd - 4th - 5th -6th 5.79 - 3.30 - 2.10 - 1.31 - 1.00 - 0.72 ZF-6 Shift Ratio Staging Progression Percentages 1st -2nd -3rd -4th -5th 75% - 57% - 60% - 31% - 39% (NOT a smooth decreasing progression, unlike the excellently configured Spicers above) Eaton offers 6 speed all syncro transmissions that have excellent smoothly degreasing shift staging progressions, so please don't look to the fact that the comparison above is between 6 vs. In my opinion, either of the Spicer 7-speeds above would be an absolutely WONDERFUL improvement over any current F-350 or E-350 offering. I want one in my E-350 17 foot box truck. 1997 polaris slt 780 service manual. It's 11 feet tall, almost exactly 8 feet wide and Ford wizards decided to fit it with an always slipping (can't lockup) torque converter driving a C-6HD automatic. This would simply revolutionize how my truck runs and allow taller gearing for light loaded cruising mpg without giving up adequate low gear multiplication. If anyone knows of one for sale, expecially an ESO66-7B, which is the overdrive unit, please let me know by email at LoveLearn@yahoo.com.
I believe the facts presented above are from manufactures. The opinions and analysis presented above is only mine. But I'd welcome any other interpretations. One measure of life success is whether you wrinkle your brain faster than you wrinkle your skin. Lightest 1995 Standard Cab PowerStroke F-250 with factory 'Camper Package,' no AC, 5-speed, Conklin ParaSynthetic Oil with MolyLube, oversized 10-micron filter, Randy's Ring & Pinion aftermarket 3.07 ratio running in Royal Purple, Stanadyne always in fuel, tires @ 100 psi, nearly zero friction brake adjustments, 203 degree thermostat enables higher engine efficiency than 195 degree units, front end precisely aligned with minimal toe-in to reduce friction, lowest rolling friction F-250 I've seen. 2-axle trailer tires run 110 psi generating less rolling friction than lower pressure tires. Infrequently carried slide-in camper is an older all-hard-side Siera pop-up.
Hard sides seem more secure than canvas connected pop-ups when up and never have canvas mold problems. Pop-ups push less wind than fixed height slide-ins. Revisiting old 7-speed threads.
There may be 700 pound 7-speeds intended for use with 11-12 liter diesels which are much larger physically and heavier than the Spicer ESO66-7B. The medium duty Spicer 7-speeds are physically smaller and only weigh 454 pounds including bellhousing. Comparing medium duty transmissions with heavy duty transmissions can be misleading. The same is true of comparing heavy duty Eaton Road Rangers with the medium duty 'baby' RoadRangers which only weigh 372 pounds without bellhousing. The 7.3 IH diesel doesn't need any heavy duty transmission. I agree that installing a heavy duty trans in an F-series truck would be difficult and not worth the effort.
John 'LoveLearn'. One measure of life success is whether you wrinkle your brain faster than you wrinkle your skin.
Lightest 1995 Standard Cab PowerStroke F-250 with factory 'Camper Package,' no AC, 5-speed, Conklin ParaSynthetic Oil with MolyLube, oversized 10-micron filter, Randy's Ring & Pinion aftermarket 3.07 ratio running in Royal Purple, Stanadyne always in fuel, tires @ 100 psi, nearly zero friction brake adjustments, 203 degree thermostat enables higher engine efficiency than 195 degree units, front end precisely aligned with minimal toe-in to reduce friction, lowest rolling friction F-250 I've seen. 2-axle trailer tires run 110 psi generating less rolling friction than lower pressure tires. Infrequently carried slide-in camper is an older all-hard-side Siera pop-up. Hard sides seem more secure than canvas connected pop-ups when up and never have canvas mold problems. Pop-ups push less wind than fixed height slide-ins. Hey John, Maybe you could give me an opinion on something. I'm looking at at 33K GVW IH4800 DT466 with 5.38's and a straight 5 speed.
The first thing I'd like to do is make a tranny change to get more & better shifting. The 'gaps' you so eloquently spoke of are probably pretty horrendous in this truck.
Thins one of those Spicer '6 + 1' trannies might be an improvement? I don't think I could afford an air shifted tranny.
Any other models come to mind? The top speed on her is like 55-60 MPH. Couldn't an overdrive gear fetch me some more top speed? '99 F-350XL 4x4 SRW 7.3L chipped, 4' exhaust, Tymar. Billet T/C & shiftkit. P/H/TTT mirrors, MagHytec rear. Dual F/shocks.
99.5 F-450XL 4x4 DUMPTRUCK 7.3L 9' Alum. Front ARB locker, Detroit Rear Locker. Hypermax chip, H2E.012 Injectors & Taper Core Intercooler, 4' DP & exhaust. Tymar, BTS trans.
MagHytec pan. P/H/T/TT mirrors. Twin fuelpumps.
'92 IH-4800 4x4 DUMPTRUCK DTA466, 33K GVW, 7 speed. Fabco 12K 5.38 front, Rockwell 21K 5.38 locking rear, airbrakes, Fabco hi/lo T-case. 11R22.5's, 12'dump w/ air tailgate & Aero electric tarp. Airseats, htd mirrors, pyro/boost guages, 5' stack. '02 BRI-MAR 12K, 18' trailer. '98 L-35 Kubota 4x4 TLB To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.