Tag Transmission Swap

Hi folks, Ed here. Welcome back to Bullnose Garage. And let me ask you a question: what’s the ultimate transmission for your old Ford truck? Something that will handle heavy loads, eat up the miles on the highway, but still give you that solid manual shifting experience that lets you know you’re driving a truck. The ZF5 transmission might just be the answer. It’s the heavy-duty overdrive gearbox that gave Ford trucks new life, and today we’re going to crack open everything you need to know about it. From finding one for your build to understanding what makes it appealing for a swap, we’re going to see if the ZF5 really is all it’s cracked up to be and why it’s still one of the most sought-after upgrades out there. Stick with me because we’ll also get real about why you might want to pass on it for options like the Mazda M5OD, TMIC TKO, or even the MV4500 from the other guys. By the end of this video, you’ll know exactly what you’re getting into.

Hello! Manufactured by ZF Friedrichshafen AG, the ZF5 is a 5-speed manual workhorse made for Ford trucks from the late ’80s through the late ’90s. The S542 was designed to replace the older four-speed gearboxes, offering better fuel efficiency and improved highway driving with its fifth gear. In the mid-1990s, the S547 came as an upgrade, increasing torque capacity from 420 lb-ft to 470 lb-ft. The ZF5 was built for heavy-duty stuff like towing and off-roading while providing a balance between low-end torque and cruising. The later S547, with its stronger internals, was better suited for powerful engines such as the big blocks or diesels, but both models are considered pretty heavy-duty.

So now let’s look at some key specifications for both versions of the ZF5. They were both a 5-speed manual with overdrive. Both had all forward gears synchronized for smoother shifting. The gear ratios between both are the same: first is 5.72 to 1, second is 2.94 to 1, third is 1.61 to 1, fourth is 1:1 or direct drive, fifth, which is overdrive, is 0.76 to 1, and reverse is 5.24 to 1. The case material is aluminum for strength, weight savings, and heat dissipation. It weighs right around 135 lb without fluid and it measures 26 1/2 in long, 16 1/2 in wide, and 17 in high. This compact size allows it to fit various Ford models in both 4×2 and 4×4 configurations. The transmission holds approximately 5 quarts, though this may vary slightly depending on the specific vehicle setup. It’s recommended to change the transmission fluid at every 30,000 to 50,000 miles under normal driving conditions. For trucks used in heavy-duty applications such as towing or off-roading, more frequent changes at every 20,000 to 30,000 miles isn’t a bad idea.

Now let’s talk about how the ZF5 feels to drive. One thing that sets it apart is its mechanical shift feel. If you’re used to a lighter-duty transmission, the shifts are a bit notchy, meaning there’s a more deliberate solid engagement as you change gears. That’s not necessarily a downside; it gives you a strong sense of connection to the truck, which many enthusiasts love. It’s a transmission that feels tough, though it requires a bit more effort to shift than a TREMEC TKO or an M5OD. The ZF5 transmission, which includes the ZFS 542 and S547 variants, has a typical 5-speed manual shift pattern, and here’s how the pattern is laid out: first gear is top left, second gear is bottom left, third gear is top middle, fourth gear is bottom middle, fifth gear, the overdrive gear, is top right, and reverse is bottom right. To engage reverse, you typically need to move the shifter to the far right and then down. Some versions of the transmission may require you to push down on the shifter or pull up on a collar to engage reverse, depending on the vehicle and the specific shifter setup.

Ford paired the ZF5 with multiple different engines. You’ve got the Windsor, the 5.0 L and 5.8 L, and you’ve got the 4.9 L 396. The big block pattern matches larger engines like the 7.5 L, which is the 460, and the diesel pattern is designed for the 7.3 L IDI Diesel and the 7.3 L Power Stroke diesel. Now let’s quickly talk about something else that’s crucial when considering the ZF5 transmission: whether or not it’s a 4×4 or a 4×2 version. They are not interchangeable. The 4×4 versions are designed to bolt to a transfer case and have a shorter output shaft, while the 4×2 versions are for two-wheel drive trucks featuring a longer output shaft and a different tail housing. So if you’re planning a swap, make sure you’re matching the transmission type to your truck’s drivetrain.

Between the three different bell housing patterns and the two different drivetrain configurations, there are six possible installation setups for a ZF5 transmission, so ensure you choose the right one if you’re doing a swap or buying a rebuilt unit. To simplify which Ford models came equipped with the ZF5, let’s look at this chart. It provides a full breakdown of every truck and van with the ZF5, the years they were available, and the bell housing patterns they used. It’ll help you pinpoint what you need to look for when hunting for one of these transmissions at a junkyard or a pick-a-part. As you can see, the ZF5 found its way into quite a few Ford models. First off, you notice the F250 and F350 are some of the main players here. If you’ve got a gas engine, these trucks are running ZF5 from ’87 to ’97 for the 250 and up to ’98 for the 350. They had the small block pattern for the earlier S542 models and the big block pattern with the S547 once it was introduced. When you jump over to the diesel trucks, the ZF5 was right there from the start, available with the 7.3 L IDI Diesel and later the Power Stroke model. So whether you’re working with an F250, F350, or even a bigger F450, you’ve got a solid spread from ’87 to ’98 for a diesel ZF5. For diesels, ZF5 trucks have the unique diesel bell housing pattern. The F-150 also occasionally came with the ZF5, particularly in the 5.0 L and 5.8 L engines, though it’s a bit of a rarer find and mostly in fleet trucks. If you’re thinking about the Bronco, it also had the small block ZF5 option, making it a great fit if you’re building a Bronco and you want that five-speed. Lastly, we can’t forget the E-Series vans, those E250s and E350s, which could come with a ZF5. They’re less common, but they did use the small block or diesel patterns depending on the engine under the hood.

If you’re planning a 4×4 build, you want to make sure that you think about transfer case compatibility with your ZF5. The two most common options are the BorgWarner BW1356 and the New Process NP205. The 1356 is a good choice for off-roading and it’s known for being lightweight and durable. The NP205, on the other hand, is a cast iron unit and considered nearly bulletproof. Each of these transfer cases bolts up to the ZF5 without major modifications, so long as you have a 4×4 compatible transmission. So it really comes down to the needs of your build and how you plan to use your truck.

Now let’s say you’re searching for a ZF5 in a salvage yard, swap meet, or online listing. How do you know you’re looking at? First, you look for the ZF logo cast on the side of the case; dead giveaway. Specific cast numbers can also confirm whether you’re looking at an S542 or an S547. Finally, and probably the easiest to see at a glance, check the case. It has a distinct crisscross rib design that makes it stand out from other transmissions.

So how much will a ZF5 cost you if you’re looking for one? As always, prices vary based on condition and location, but here’s a general idea: a used ZF5 transmission can run anywhere from $400 to $1,200 and sometimes higher depending on factors like mileage, configuration, and the variant you’re looking for. If you find one that’s been rebuilt or is in like-new condition, expect to pay more, anywhere from $1,200 on the low end to $2,500 on the higher end. If you’re looking to buy a rebuilt ZF5 from a reputable rebuilder, expect to pay between $1,500 and $3,000 depending on the level of work done, the rebuilder’s reputation, and whether they have done any performance upgrades that are included in the build. The bell housing pattern can also influence the price, and some are in high demand or can be harder to find.

But let’s say you find a deal on a ZF5 that needs a little bit of TLC. How much would it cost to rebuild it yourself? Well, rebuilding any transmission can be a big job, but if you’re hands-on and you’ve done some transmission rebuilds before, it’s possible with a DIY project. Parts and rebuild kits typically range from $400 to $600, with some kits including all the bearings, synchros, and seals. If your transmission requires more extensive work, like replacing damaged gears or shafts, costs can increase, potentially adding a few hundred in parts. Circling back around to the difficulty, if you’ve rebuilt manual transmissions before, the ZF5 isn’t too complex, but it does require precision and the right tools. A good shop press, snap ring pliers, and a bearing puller are all added to the app. For someone with solid mechanical skills, it’s a doable weekend project. However, if you’re newer to transmission work, you may want to consider having a professional handle it or guide you to the more intricate parts.

I would have somebody build it. As I’ve said before, the ZF5 is known for its durability, but like any mechanical thing, certainly transmissions, it has a few issues. Over time, you might experience shift fork wear, which when the forks guiding the gears wear down, causing poor shift quality. If it’s harder to shift into gear or you notice some sloppiness, worn shift forks are usually the culprit. Synchro wear is another issue, especially on second and third gears. Regular fluid changes can help extend the life of your ZF5, but if trouble arises, it might be time for a rebuild. And finally, listen for input shaft bearing noise. A whining or grinding sound under load could indicate a worn input shaft. Replacing it during a rebuild is a good idea to keep your ZF5 running smoothly and quietly. I mean, you know, unless you want to have a manual transmission.

Both the ZFS542 and S547 are pretty good right out of the gate as far as upgrades, but several aftermarket options are available to make it even better. For instance, upgrading to a heavy-duty clutch can improve the transmission’s ability to handle higher torque levels, particularly in the S547, which may be used in truly tough situations. You can also install a short throw shifter; this can reduce shift time and effort, making the transmission more responsive and enjoyable to drive. It takes away some of that truck feel but makes it a little bit more sporty, although it’s never going to be sporty. Finally, adding an external transmission cooler can manage heat in demanding situations and extend the life of your ZF5.

Okay, now for some comparisons. If you’re considering a ZF5 for a swap, don’t miss this. I’m going to quickly compare how the ZF5 stacks up against a few other options and see why you might choose one over the other. So I’m going to start with my situation; that’s the NP435. That’s what I have in mind. I’m thinking about going to a ZF5. It’s a four-speed manual with a low first granny gear; it’s around 6.68 to 1, makes it great for heavy-duty stuff like towing or off-roading. But without overdrive, it’s not ideal for highway driving or even going around town, and that’s where the ZF5’s fifth gear shines. Shift points on the ZF5 are also better space for overall drivability. That said, the NP435 is way less expensive than the ZF5, both as a used or rebuilt option, and its durability is legendary.

Now the T18 and T19 from BorgWarner are similar to the NP435. They’re both four speeds and they’re rugged and great for low-end work. The T18 has a granny low first gear around 6.32 to 1, but like the NP435, they lack an overdrive, so they fall short on fuel efficiency and drivability compared to the ZF5. Maybe the closest comparison is the M5OD. It’s a lighter-duty 5-speed used in Ford trucks from the late ’80s to the early 2000s. While it’s compact and great for light-duty applications, it doesn’t really handle high torque like the ZF5 does. That makes it less suitable for heavy hauling and off-roading or performance. It’s easier to find and less expensive, though, so if you don’t need the high torque capability of the ZF5, it’s probably a good option.

Now let’s touch on the NV4500. That’s the New Venture Gear. It’s a strong competitor with a low first gear and fifth gear overdrive, but it’s often seen in GM and Dodge trucks. It’s comparable to the ZF5 in durability and versatility, but it requires a custom adapter to fit a Ford engine, which increases cost and complexity, and it’s also not a Ford option. So if that’s important to you, an NV4500 might not be the best choice.

So the TREMEC TKO 600, it’s a performance-oriented 5-speed. It’s ideal for muscle truck builds where street feel and smooth shifting matter the most. However, it’s often more expensive by a fair bit than the ZF5, and its gear ratios are geared more toward performance driving than towing or off-roading. But if you’re looking for the meanest street/strip transmission and cost isn’t a concern, this is probably your go-to. If, however, you want your truck to feel like a truck, then you should stick with the ZF5.

And finally, we’ve got the TREMEC TR4050. It’s a modern option. The TR4050 offers a synchronized reverse and newer tech, but at $4,000 to $5,000, it’s a big investment. If you want a modern transmission with heavy-duty capabilities and you have the budget, it’s a strong choice. But the ZF5 is way more cost-effective and it’s way easier to find.

Okay, so let’s bring it all together and wrap it up. When it comes to finding the right transmission for your truck, the ZF5 has a lot going for it. It balances durability, versatility, and affordability for the most part, making it a top choice for Ford truck swaps. With five speeds, including that crucial overdrive gear, the ZF5 is an ideal transmission for those needing both low-end workhorse torque and want to cruise smoothly on the highway. One of the ZF5’s major advantages is its flexibility in configuration. There are six different mounting options when considering the three bell housing patterns: small block, big block, and diesel, and the two drivetrain configurations: 4×2 and 4×4. This makes the ZF5 a versatile choice for a range of builds, and it fits all those engines like the Windsor, the big blocks, and the IDI diesel. If you’re building a truck and need a tough, reliable manual transmission, odds are there’s a ZF5 that’ll bolt right up if it’s a Ford truck and as long as you can find it.

As I said before, for my own project, I’m strongly considering a ZF5 because it can handle the torque of a four-way stroker while not bringing an RPM that isn’t screaming on the highway. That said, the TKO600 has been on my radar too, whispering in my ear, mostly because of the street feel and the reputation it has for smoother shifts. It’s a choice that comes down to price and what kind of driving experience you want. The ZF5 will give you the toughness and reliability I’m looking for, and it’s generally easier to find and cheaper to rebuild. But if performance and that crisp street feel are top priorities, the TKO600 is a strong contender, even if it does cost a bit more. I’m still undecided, to be honest. You know, I like the idea of the nice, you know, that a truck is a truck and should shift like a truck, but man, that street/strip Windsor engine is kind of calling my name. Let me know in the comments what you think.

So that’s it, guys. Everything that I know or pretend to know about the ZF Friedrichshafen. But I like ZF. And that’s it, guys. That’s everything that I know or pretend to know about the Friedrichshafen ZF5, S542, and S547 5-speed manual transmissions with overdrive. Guys, as I always ask, if you learned something today, you found the content interesting, give me a like, give me a subscribe, go grab a cool hat, help me out. I really appreciate it. As always, thanks again so much for watching, guys, and we will see you next time. Take her away, getting things to shine that she’s considered divine. Thanks again for watching. We will see you next time. Thanks again for watching. We’ll see you next time.

Howdy folks, Ed here. Welcome back to Bullnose Garage. Today I’m actually out in my bun, driving around, so forgive the bumps and rattles and, you know, some of the noises that happen with an older truck. Today I’m here to talk about the NP435 transmission, which is this puppy right here. That’s what’s in my truck. It is a solid workhorse of a transmission and, uh, it’s certainly worth your consideration if you want to do a, uh, a swap or if you’ve already got one you want to do a rebuild. Uh, it’s probably worth your time. I’m going to get into exactly what everything is, how it works, uh, what all the stats are, that kind of stuff. Keep in mind, uh, this video is Bullnose-centric because it’s Bullnose Garage. So while I know, uh, that the NP435 was used in other vehicles like, um, you know, basically all kinds of vehicles across the board, uh, what I’m going to be focusing on are the Bullnose vehicles, the Fords. So you’re going to see some information in the video that is specific, uh, to the Ford versions. So that’s because I’m a Ford guy, you know, that’s how it works. So while I pop up onto the interstate here and let this engine scream for mercy as it goes into the high fourth gear on the transmission because there’s no overdrive, let’s, uh, go ahead and get into it.

Hello, the NP435. This manual gearbox isn’t just a transmission; it’s a piece of engineering that stood the test of time. Known for its durability and versatility, whether you’re restoring a classic or just curious about what’s under the hood, this guide will walk you through everything you need to know about the NP435, from its gear ratios and shift pattern to the engines it pairs with and how to keep it running smoothly. The NP435 is a four-speed manual gearbox designed with one goal in mind: durability. Built by New Process Gear, a name synonymous with heavy duty, this transmission has been a workhorse in Ford’s lineup since the 1960s. It was a natural fit for the Bullnose trucks and Broncos of the 1980s, providing the kind of robust performance that these vehicles are known for.

Now, what makes the NP435 particularly interesting is its gear setup. You’ve got four forward gears, but they’re not all synchronized. Second through fourth gears are synchronized, making for smooth shifts during regular driving. The first gear, often called the granny gear, and reverse, they’re not synchronized. So if you’re trying to pop into first while still rolling, you’re in for a bit of a grind, literally. But that’s by design because first gear is really meant for when you need serious torque to get moving, especially with a heavy load. So let’s talk gear ratios. The NP435 is known for its particularly low first gear, which is what gives it that reputation as a workhorse. In most Ford applications, you’ll find the following ratios: first gear 6.69 to 1, second gear 3.34 to 1, third gear 1.66 to 1, fourth gear 1 to 1, or direct drive, and reverse 8.26 to 1. There’s also a version with a slightly less extreme first gear at 4.85 to 1, but the low ratio version is what you’ll most commonly find in these Bullnose trucks. That first gear at 6.69 to 1 isn’t something you’d use in everyday driving unless your everyday involves towing a tractor out of a ditch or crawling over boulders. It’s all about giving you the torque to move heavy loads or navigate through terrain with confidence.

The shift pattern on this transmission is pretty straightforward. Here’s how it’s laid out: first gear is up and to the left, second is down to the left, third is straight up in the middle, fourth is straight down in the middle, and reverse, that’s far right and down. Now this pattern is practical, especially for a transmission designed to handle tough jobs. First gear is intentionally out of the way so you don’t accidentally engage it when you’re moving through the more commonly used gears. Moving on to the physical aspects of the NP435, this transmission is built like a tank. The case is made of cast iron, which gives it that characteristic durability but also adds some serious heft. At around 130 lbs, this isn’t the kind of transmission you casually toss around the garage. It’s hefty for a reason; it’s built to withstand the kind of stress that comes with heavy duty use. For the four version, the input shaft, which connects to your engine, has a diameter of 1 and 1/16 in with 10 splines. You’ll also notice a power takeoff or PTO port on the passenger side of the case. This cast iron construction and solid internals are part of why the NP435 has such a loyal following. It’s not flashy, but it’s the kind of component that you can rely on when the going gets tough.

So what can you bolt this transmission up to? The NP435 is versatile, fitting a range of engines that you typically find in Bullnose Ford trucks and Broncos. Whether you’re running the venerable Ford 300 inline 6 or one of the V8s like the 302, 351 Windsor, 400, or even the big 460, the NP435 has you covered. This flexibility made it a popular choice in a wide range of Ford trucks, from daily drivers to heavy duty workhorses. When it comes to fluids, the NP435 calls for SAE 50 weight oil or 80W90 gear oil. You might be tempted to use modern synthetic oils, and that’s fine, but make sure they’re compatible with the brass synchronizers inside the transmission. These old school gearboxes weren’t designed with synthetic fluids in mind, so using the wrong type can cause more harm than good. The transmission holds about 4.5 quarts, and it’s wise to change it every 30,000 to 50,000 miles, especially if you’re working the truck hard. The NP435 typically pairs with the mechanical clutch linkage in these trucks, which is straightforward and reliable. Depending on your specific setup, the clutch diameter usually hovers around 11 in, but there’s some variation depending on the engine and vehicle configuration.

When it comes to transfer cases, the NP435 is highly compatible with several options, making it a favorite among those building serious off-roaders or towing rigs. You’ve got the NP205, a gear-driven, highly durable transfer case that’s pretty much bulletproof. Then there’s the NP28, which is chain-driven and a bit lighter but still solid for most uses. The Borg Warner 1345 is also another option, reliable, chain-driven, and well-suited to off-road adventures. This compatibility with multiple transfer cases makes the NP435 a versatile option, whether you’re building a truck for the trail or the highway. Now cooling, unlike modern transmissions that might have dedicated cooling systems, the NP435 keeps it simple. It relies on air cooling, with a cast iron case acting as a heat sink to dissipate the warmth generated during operation. For most driving conditions, this setup works fine. However, if you’re planning on running it hard, whether that’s towing heavy loads or spending long hours off-road, make sure the transmission gets plenty of airflow. Overheating isn’t a common issue, but it’s something to be mindful of in extreme conditions.

Speaking of running hard, the NP435 can handle up to 450 ft-lbs of torque. That’s a significant amount, and it’s more than enough for the engines it typically pairs with. Whether you’re hauling, towing, or off-roading, this transmission is built to take the stress without breaking a sweat. Driving with the NP435 is an experience that feels more mechanical, more connected to the truck. Low first gear, often called granny gear, is great for when you need to get a heavy load moving or navigate tough terrain, but in everyday driving, most people start in second gear. The shifts are deliberate; there’s no rushing this transmission, and that’s part of its charm. On the highway, the direct drive fourth gear allows you to cruise comfortably, although the RPMs are higher than what you’d see with modern overdrive transmissions. But that’s the trade-off: you get strength and simplicity, but not necessarily the refinement of newer gearboxes. The NP435 shines in situations where durability and reliability are more important than smoothness. It’s excellent for off-road driving, towing, and any situation where you need to trust your transmission to get the job done.

When it comes to keeping your NP435 in good shape, regular maintenance, as usual, is key. Fluid changes are a must, especially if you’re putting the transmission through its paces. Luckily, routine service like this is straightforward, although the weight and bulk of the NP435 can make more in-depth work a bit challenging. Rebuilding the NP435 isn’t overly complicated compared to other transmissions, but it does require some mechanical know-how and the right tools. A full rebuild kit will set you back somewhere between $400 and $700, depending on the quality of the parts. Uh, if you need to replace major components or if the transmission is in particularly rough shape, a professional rebuild might be in order, and that could run you anywhere from $1,500 to $2,500. Given the longevity of this transmission, though, it could be a solid investment. The NP435 is renowned for its durability; with proper maintenance, this transmission can easily last over 200,000 miles. It’s a workhorse designed to handle tough conditions, whether that’s off-road, towing, or just the rigors of daily driving. But like any mechanical component, it does have its potential issues. Synchronizers in second through fourth gear can wear over time, especially if the transmission hasn’t been well-maintained. Bearings can also wear out, particularly if the fluid hasn’t been changed regularly. And if you’re doing a lot of heavy off-roading, the input shaft might show signs of wear sooner than expected. Despite these potential issues, the NP435’s reputation for reliability is well-earned. It’s built to last, and with a little care, it will.

The NP435 has been around since the 1960s, making it one of the more enduring designs in heavy-duty transmissions. Ford used it extensively across its truck lineup, from the F100 to the F350 and even in the Broncos. Here’s a quick rundown of where you might find one: at the Ford F100 from 1966 to 1983, the Ford F-150 from 1975 to 1986, the Ford F250 from 1966 to 1987, the Ford F350 from 1966 to 1987, and the Ford Bronco from 1966 to 1977. The NP435 was favored for its ability to handle the demands of these trucks, whether that was for work, off-road, or just reliable daily driving. And thanks to its popularity and long production run, the NP435 enjoys pretty strong aftermarket support. Whether you’re looking for a rebuild kit, replacement parts, or performance upgrades, there is no shortage of options. Popular modifications include upgrading the bearings, altering gear ratios for specific applications, and modifying the shifter for a shorter throw, especially useful in off-road setups. And this transmission might not have the glamour of modern units, but its reliability and the wealth of available parts and upgrades make it a favorite among enthusiasts.

So that all sounds great. The NP435 is strong, it’s reliable, it’s heavy-duty, and it can handle pretty much whatever you throw at it. And, uh, I’m pulling right out and putting in something different. Ed, Ed, why do you do this? You’re doing this to your 3006, and now you’re doing it to your NP435 too. Why do you keep changing things? Why do you keep pulling the most reliable components out of your truck? Well, to start with, the NP435 is a four-speed with a really low first gear. Now that’s great for heavy-duty tasks, but it can feel a bit clunky and unnecessary on the street, and I’m building a street truck. And I always start off in second gear and can count on one hand the times I’ve used first gear in a real-world situation. The shifts are heavy, and there’s no synchro in first, which means I’ve got to double clutch if I want to drop down into first while rolling. Now for some folks, that’s part of the charm. There’s a raw mechanical feel that reminds you that you’re driving something built to last. But if talking about refinement for a street queen is what my truck will be, the NP435 leaves a bit to be desired. The shifts are more of a workout compared to modern transmissions, and you’re going to feel every bit of that ruggedness in your hands. It’s not the smoothest operator, and on the highway, that missing fifth gear means my Windsor is going to be revving higher than I’m going to like. It gets the job done, but it’s not what I would call a relaxing drive.

So my choice? The ZF5 is a 5-speed manual, and that extra gear makes a world of difference when you’re just out for a drive. For starters, the ZF5 is a more refined transmission all around. It’s got synchronized gears across the board, which means shifts are smoother and easier, even in first. Everything about the ZF5 feels more polished and suited to street driving. The gear ratios are more evenly spaced, which will give me better control over the power from my built 351 Windsor. And where the ZF5 really shines is that fifth gear. On the highway, it lets the engine settle into a nice, comfortable RPM, making for a quieter, more fuel-efficient drive. And you’ll notice the difference right away: less noise, less strain on the engine, and an overall smoother ride. So if, like me, you’re setting up your truck for street use and you want to enjoy those horses without feeling like you’re in a tug of war with the gearbox, I’d say the ZF5 is the way to go. It’s smoother, quieter, and just more enjoyable for everyday driving. The NP435 has its charm, no doubt, but for a refined street experience, the ZF5 will make the truck a joy to drive, whether I’m cruising around town or hitting the highway.

All that said, the NP435 isn’t just a transmission; it’s a testament to durable, no-nonsense engineering. While it might lack the smoothness and refinement of more modern gearboxes, that strength and reliability more than make up for it. Whether you’re restoring a classic Bullnose Ford or just need a transmission you can count on, the NP435 is a solid choice, and it’s built to last. So as you guys can see and probably hear, I’m out here on the interstate going about 65 mph, and that’s about as fast as I can get this rig to go using the, uh, NP435 and my inline 6. And at 65, I’m in fourth gear, spinning about 26 or 2700 RPM, so it’s pretty high. It’d be nice to have an overdrive.

All right, guys, well that’s the NP435, everything that I know or pretend to know about this solid workhorse of a transmission. Hopefully, you learned something; that’s always my goal in all my videos is to, uh, impart knowledge, take the stuff that I’ve learned, stuff that I’ve researched, and pass it on to folks, uh, to maybe help them out a little bit. So you know, now’s the time that I ask, if you really want to support the channel, I’d appreciate a like, a subscribe, uh, drop a comment down below. Hey, if you really want to support me and get some cool stuff, check out my merch store. I’ve got a lot of really cool designs on there that I’m really happy with, you know, uh, especially get here if you, uh, like a little bit of granny gear. Yeah, get your granny on. Was that creepy? I feel like that was creepy. All right, guys, if you have any questions, comments, concerns, gripes, internet ramblings, stick them below. Thanks again for watching, guys. Oh, and by the way, that link is bullnosegarage.com merch. Get your granny on. Thanks again for watching, guys. We will see you next time. Oh.