Last winter I repaired the New Process 4 speed in my 1979 IH dump truck. It's an off road farm truck, and as such, is usually in first or second gear. You couldn't hold it in first under load, and the synchronizer going into second didn't work well. I'm sorry I've already forgotten what my truck guy told me, but he was either unsure about parts availability, or maybe parts so expensive so as to make putting in a different trans the way to go. I didn't want to rework the truck to fit in a different trans, and my guy found me a rebuilt trans locally. Another business had this old NP 4 speed rebuilt, on a shelf, for a Ford, they no longer had. I was able to use parts out of it to repair mine. With a new first gear, it stays in now. But still resists going into second.
After all this I remembered driving a brand new 1973 Ford Louisville with the same trans. Same great long throw going into first or reverse, and very short throw in other gears. This truck would pop out of 4th if you hit something hard enough to bounce the empty rear, like crossing railroad tracks.
Then I recalled my old Dodge dump with the NP 5 speed. First all alone on one side, and reverse all alone way on the other side. I never cared much for trying to get around from first to second, while pulling hard off road.
I have decided I don't care much for the New Process transmissions. The old Clark 5 speed in a F600 I had was a great trans. Typical pattern, similar throw in all gears, shifted easy, always stayed in gear, good speed ranges, etc.
Non synchronized heavy truck trans are a different animal. I never had any luck trying to pretend a bad synchronizer could be shifted like a heavy truck trans, with minimal clutch usage. Maybe that's just me. I seem to be able to drive a Road Ranger with minimal clutch usage, but not a synchronized trans.
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