The Professionals at Currie Enterprises Install a Currie Third Member Unit

Bookmark and Share

Currie Enterprises has been building third members for many applications for more than 50 years, and they have a ton of different optional components available. Every customer’s specific vehicle application and needs are discussed during the ordering process to ensure that the right parts are chosen.

 MCP-1202-currie-lead

Hey, it can’t hurt to ask, right? However, a lot of people still think that old parts are available at local wrecking yards, and that they’ll be able to save money by adding a new housing to an old third member.

 

Unfortunately, Currie and its suppliers are out of original Ford components for assembling third members now, and all of its components are 100-percent new. This is not a bad thing because quality and reliability are still the top priority at Currie. The company has either researched suppliers that maintain and even exceed the original Ford specs, or it has taken matters into its own hands by tooling up to produce the parts in-house.

 

Stopping by to visit their facility in Anaheim, California, was a great experience because the shop is full of enthusiasts who take pride in building the best product at an affordable price. During our visit, we joked that they were building themselves out of business because they produce such a good product. The retort, “Who wants to build just one car in their lifetime?”

 

With that said, we were invited to take a trip into the shop with our camera to get a first-hand look at how to assemble a brand-new Ford-style, but Currie-built, third member gear case. Take a look at the first few steps of how it was done for an early model Ford Mustang project. Be sure to stay tuned as we will cover the full installation in future posts!

 

The gear case that was chosen belongs in an early Mustang project. Stamped on the case is the famous “N,” which stands for “nodular iron.” Although a little excessive for this application, it is a brand-new, Ford-produced case from the original “N” case tooling, and as one of the last OEM parts, we figured that all you Ford guys would enjoy it.

The gear case that was chosen belongs in an early Mustang project. Stamped on the case is the famous “N,” which stands for “nodular iron.” Although a little excessive for this application, it is a brand-new, Ford-produced case from the original “N” case tooling, and as one of the last OEM parts, we figured that all you Ford guys would enjoy it.

 

The pinion support is the nodular iron Daytona style. This pinion support features a larger inner bearing for increased load capacity. Stock pinion supports featured equal-size, small pinion bearings.

The pinion support is the nodular iron Daytona style. This pinion support features a larger inner bearing for increased load capacity. Stock pinion supports featured equal-size, small pinion bearings.

 

The yoke is a brand-new nodular iron reproduction of the stock-size yoke on a 9-inch-equipped car. It’s short and fits the smaller 1310 joint. It’s also specially machined deeper in the area where the pinion nut will seat to accommodate the Daytona-style pinion support.

The yoke is a brand-new nodular iron reproduction of the stock-size yoke on a 9-inch-equipped car. It’s short and fits the smaller 1310 joint. It’s also specially machined deeper in the area where the pinion nut will seat to accommodate the Daytona-style pinion support.

 

The carrier unit is Currie’s TSD (Torque Sensing Differential) posi-traction unit. Essentially a nodular iron reproduction of an original Ford traction lock, with the exception of the TSD not having the clutch pack load springs, but extra shimming instead. This provides a posi with no clutch drag like a traditional posi would have. So no tire chirps around corners and such.

The carrier unit is Currie’s TSD (Torque Sensing Differential) posi-traction unit. Essentially a nodular iron reproduction of an original Ford traction lock, with the exception of the TSD not having the clutch pack load springs, but extra shimming instead. This provides a posi with no clutch drag like a traditional posi would have. So no tire chirps around corners and such.

 

The ring and pinion is a 3.70 ratio Midwest Motive Gear unit.

The ring and pinion is a 3.70 ratio Midwest Motive Gear unit.

 

Posi-traction ring gear bolts have a smaller head than an open carrier ring gear bolt, and the posi bolts also take a washer.

Posi-traction ring gear bolts have a smaller head than an open carrier ring gear bolt, and the posi bolts also take a washer.

 

Text by Marcel Venable

Photos by the MCP staff

VN:F [1.9.22_1171]
Rating: 0.0/5 (0 votes cast)
Bookmark and Share

Leave a Reply

Your email address will not be published. Required fields are marked *


*

You may use these HTML tags and attributes: <a href="" title=""> <abbr title=""> <acronym title=""> <b> <blockquote cite=""> <cite> <code> <del datetime=""> <em> <i> <q cite=""> <strike> <strong>