Took the '15 touring out for the first time with the 3 to 1's yesterday.
It takes a lot more low band. Original ring and pinion I would just get her rolling and go to high. With the 3 to 1's it felt the best going from low to high at about 15mph.
In high it seemed to feel the best at about 35mph and would run there all day at significantly less rpm. Relatively flat around here so no hills requiring downshift, however low speed curves may need some low pedal, again about the 15mph threshold. ....I'll keep playing with it, it's like re-learning to drive my T
What you have is a up hill slug and down hill rocket. Jerry.
I have always heard that with the 3 to 1 ratio it always take a while to get things going. I was tempted to try it years ago with my 24 Coupe but chose not to.
Maybe Ford had the idea of an all around gear ratio would be best. After driving T's and knowing their limitations I can understand why.
Now you will need a double overhead camshaft, 16 valves, two carburetors and a sport exhaust.
But most of all very, very good brakes.
Keep it simple and safe.
Installation of AC brakes was part of the rebuild
One thing to be careful of slipping the low band. It is very easy to slip it when you start out in low. If the drum gets hot it cracks. How do I know? This T has 3-1 gearing. Notice also the color of the drum. It turns kind of a blue when it has been overheated.
If you don't already have one, I would strongly recommend an auxiliary transmission, either Warford or Ruckstell. Then you can shift down when you start out. This will help even on a very slight grade.
I had 3:1 gears in my '16 Touring for years - with a Ruckstel.
In combination I also had a Z-Head and a .280 Cam.
Together they made a good touring system.
Since then I changed to 3.25:1 gears.
The main reason was that I found myself driving 55 MPH too often.
As we all know, 55 is a weeee bit fast for a Model T.
3:1 gears without a Ruckstel is not a good combination.
Had 3 to 1 in my 1927 Touring with a ruckstel. I went back original and am much happier with it but the touring is a heavier car.
In my 1915 pickup I might like to try it.
I have had four T's with 3 to 1 gears. Three had Rocky Mountain brakes and one had A.C. brakes. The 13 with the A.C. brakes had a Ruckstell with 3 to 1 gears and we went up and down a 10 percent grade with five adults in the car. No trouble just used high low pedal.
the other two had Layne Warfords. One was a BB Rajo Speedster with a five speed modern transmission with reverse in it and hydraulic disk brakes on the rear and a Ruckstell. It had 20 forward speeds plus the ones you could get with double reverse. A real fun car !
This is the 10 percent grade road to the airport on Catalina Island. This hill is four miles long with no turnouts with 25 T's going all at once about a quarter of a mile apart. Going down was more dangerous than climbing. Coming down good old Kevlar got to two transmissions because the bands were just put in fresh for the tour and the transmission brake bands got out of adjustment so they had to use reverse and low bands to hold down the speed. They were both brass cars and the small drum wheel brakes were the unlined shoe type.
We advised people to have Rocky Mountain brakes and know how to drive up and down on hills or not attend the tour.
That's our early 13 T by the Casino in Avalon, Catalina. Note the all brass lamps. We drove by them that night and it was fun. That's Tony Bowker's green Speedster on the right. His daughter Carol drove it for the five day tour.
I removed 3-1 gears from one of my cars, and converted back to stock. I still have one to go!
I have had a 16 touring and a 23 hack, both with standard gears. I've also had a 27 coupe with 3 to 1 gears. On the flat land around here (Texas Gulf Coast) I can't tell a bit of difference, except the 27 is faster. I like the 3 to 1's, but then I've never toured or driven in mountains.