Ford M5OD truck trans info
Ford used a variety of 5 speed manual transmissions in their compact and full-size truck lines, beginning in the 1980's. Virtually all of these transmissions were outsourced and changed frequently, particularly in the compact lines. But two of their most prevalent models were introduced in 1988; produced by Mazda for Ford applications - predominantly Ranger / Explorer & F-150 / Bronco. The main case has an integral bellhousing and is "top loader" style with lid over most of main case containing the shift rails. The exterior is all aluminum. There is a "light duty" R1 version used by the compact trucks and a "medium duty" R2 version is used by the full size trucks. They are similar in design but have few parts in common. The true names are M5OD-R1 and M5OD-R2 but many people shorten this to M5R1 and M5R2.
This gets more confusing because the moniker M5OD, which simply means manual 5 speed w/ overdrive, was used within Ford to loosely describe other transmissions too. For example, the ZF S5-42 & S5-47 found in heavier 1987-2001 full-size trucks (GVWR>8500) is referred to as the M5OD-HD despite being unrelated. And so it is better to refer to these as Mazda R1 & R2 for clarity.
Even more, the division of Mazda that produces components like these transmissions is often referred by the original name for Mazda - Toyo Kogyo. This would not be a big deal except that many 1983-1987 Ranger used predecessors to the M5R1, known as TK4 and TK5, which are unrelated to the R1 but loosely referred to as Toyo Kogyo trans. In reality, any trans made by Mazda is a Toyo Kogyo trans; some literature for the R1 & R2 refer to them as Toyo Kogyo as well. And so it is best focus on the model and year rather than the brand. The R1 is easily discerned from other Ranger 5 speed transmissions by the solid main case with integral bellhousing; the earlier TK's and Mitsubishi units have separate bellhousings and bolt-on oil pans. For F-series it's a little simpler because there was no 5 speed prior to the R2 - only the concurrent ZF for GVWR > 8500, and while both have integral bellhousings, only the ZF has PTO provisions (small covers near bottom of case).
We offer complete aftermarket short throw shifter kits for all models listed; please refer to the Shifters page to find your model
M5OD-R1
- 1988–2011 Ford Ranger (North America, all except 2.9L V6 before 1991)
- 1988–1995 Ford Aerostar
- 1991–2002 Ford Explorer
- 1991–2003 Ford Explorer Sport
- 2001–2003 Ford Explorer Sport Trac
- 1991-1994 Mazda Navajo
- 1994-2009 Mazda B-series pickup (North America)
* 2001+ models w/ 4.0L SOHC V6 use an "HD" version of the R1 but shifter is no different
M5OD-R2
- 1988–1996 Ford Bronco
- 1988–2008 Ford F-150
- 1988–1999 Ford F-250 (GVWR < 8500)
Others
The 1989-1995 Thunderbird SC and global 2006-2011 Mazda BT50 / Ford Ranger & 2007-2010 Everest w/ diesel use variants of the Mazda R1 but with a shifter mounted to the tailhousing rather than on the lid. We are interested in developing a shifter for the BT50; if you are interested, email us.
This page is primarily to discuss the shifter aspects between the North American truck models. The easiest way to differentiate an R1 from an R2 is by shifter position on the lid. For the R1, the shifter is located near the rear of the lid. For the R2, the shifter is located near the middle of the lid. The lid is not is the only difference, just the most obvious; in fact they share few common parts and within each model even there are significant changes every few years that make swapping difficult. But as far as the shifter is concerned, luckily we can simplify; there is an early and late version of each model defined by distance from stub tip to flange gasket:
| Model | Years | Stock stub length (overall) | Projection below gasket |
|---|---|---|---|
| R1 | 1988-1994 | 118 mm | 70 mm |
| 1995-2011 | 127 mm | 78.5 mm | |
| R2 | 1988-1996 | 129 mm | 80 mm |
| 1997-1998 | 143 mm | ||
| 1999-2008 | 144 mm | 91 mm |
(to convert from mm to inches, divide by 25.4)
Due to the varying stub depths, it is critical to use the correct stub to achieve sufficient engagement for proper operation. If your trans is not original or has been rebuilt, it could require different shifter parts if the lid has been changed. Theoretically you can convert between early and late models by simply swapping the lid but beware of changes like reverse light switch position (also R1 & R2 lids are not cross-compatible). If you don't have the correct stock stub to reference, measure from the shifter gasket surface to the bottom of the notch in the rail inside the trans and compare with the projection measurements in chart above.
If you want to learn the finer nuances about the internal parts and other aspects of these transmissions, there are various sources across the web BUT beware that the information is not always reliable or may specify the wrong model years. One interesting source for M5R1 miscellany can be found here
M5R2 Tag IDs (not reliable if lid swapped):
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||