55 Fargo

Just make a metal plate and bolt it onto the bottom of the intake. This used to be your "heatriser" chamber. Even if you left it probably wouldn't do anything, but putting a cover may haelp deflect heat under hood in summer....

Very interesting, with a low HP Low RPM long stroke engine, the propulsion of thrust, and torque is max at 1200-1400 RPM and pushing about 50 hp at the time. Now theoretically these engines should be able to push in overdrive at lower than 2000 rpm, as torque has been developed well before this point.

Found my chickens in the ditch, about 200 yards from home. Too many coyotes, fox's, and eagles around here...

BTW Johnt-53s T5 is a Camaro box 3.35 1st and .71 5th overdrive, a completely different movie, and would work well with 4.11 rear gears. He did an S10 tail shaft swap for shifter location I am gathering....

Are you threatening me? Because it sure seems that way to me. This is no "witch hunt" and I do not have any issues with Johns T5 swap, nor did I bring up his name or his swap into this thread. Do you have a dislike a discussion about gear ratios, this is very important to me and some of my friends. I plan to take this up with Gerald, I want to you to demonstrate how this is a "witch hunt" or how I am Belittling Johns T5 swap. I have no issues with his or any other. But I am tying to find out who has used the oldest NWC with a 4.03 gear set in this swap, and with what rear gears and with what results. Hey go ahead and lock the thread, but again, how do you justify it. I don't get this, no freedom of discussion on this topic, who is this offending? I am printing all screens to verify and substantiate my posts. I feel you are picking on me and singling me out, and you have no reason to do this. There is no malice or negative intent matter in this thread

Available with a few different gearsets, the most common gearing was from 1985 through 1995:1st- 3.35 2nd 1.99 - 3rd 1.33 4th - 1.00 5th - 0.68The other V8 gearset used was the NWC 1983-84:1st - 2.95 2nd - 1.94 3rd - 1.34 4th - 1.00 5th - 0.62 Ford rated their T-5 anywhere from 260lb/ft to 335lb/ft depending on the application. In 1989, stronger alloys were used upping the torque rating from 260lb/ft to 300lb/ft. The 310lb/ft rating belonged to the 1993-94 Cobra spec T-5 and an aftermarket-only Z-spec T-5 was available with 335lb/ft.The late-model (1994-95) 3.8 V6 T-5 was rated at 265lb/ft, had the slightly longer input shaft, and had the following ratios:1st - 3.35 2nd - 1.93 3rd - 1.29 4th - 1.00 5th - 0.73 Ford did use the T-5 in later V-6 Mustangs, but there is very little data on them. I do not have a list of production tag numbers, but they are challenging to swap due to their linkage-based shifer and lack of a slip-yoke using a flanged mating surface. I have never held one of these in my hands, but I suspect they could be used in many swaps with a remote linkage and a different driveshaft.Tag NumbersNWC V8 034, 0653.8 V6 220, 236V8 260lb/ft 126, 165, 169, 141 V8 300lb/ft 199, 204, 208, 246, 218, 219Z-spec 335 249, 251 SVO 200, 202Cobra 239, 242, 253GM F-BODYGM used the T-5 in F-body cars behind all engines. In general, the I4/V6 got the following ratios:1st - 3.50 2nd - 2.14 3rd - 1.36 4th - 1.00 5th - 0.78Although some 4-cyl cars got the 3.76 gearset as used in the S10 & a few V6 cars actually got the 4.03 gearset.The V8 F-bodies typically got the following Gearset:1st - 2.95 2nd - 1.94 3rd - 1.34 4th - 1.00 5th - 0.73It is worth noting again that the 1993-95 F-body V6 cars got a Ford case with a GM input shaft. There were no V8 T-5 during these years.Tag NumbersV8 2.95 NWC 028, 062, 070, 072, 157, 185V8 2.95 WC 159, 160, 175, 176, 195, 1963.50 NWC 015, 027, 061, 1563.76 NWC 054, 083, 1584.03 NWC 1814.03 WC 177NWC Other (unknown app/gears) 071, 084, 150, 166, 178, 182, 183WC Other (unk app/gears) 197, 212, 213, 214WC Ford Pattern 210, 245, 247

Yes I sure do, but those are the most common and staple for the NWC S10 T5s with the sought aftyr mechancial speedo, and shifter location. Many Many others were built, for more powerful applications in the WC class. Yes you can do the tail shaft swap, and that sorta thing too. Believe me, I have done a lot of research on this Trans in the last little while. I have very little Data and info though with this trans and a Chrysler flathead 6 combo, using the 4.03 1st gear and .86 5th OD. Don Coatney should be able to verify, as he had the 4.03 trans possibly. All I can tell you Ed is this, I have ridden in a Flathead powered 32 Chrysler with the 3.76 1st gear, and a 3.9 rear gear, and it could take off easily in 2nd, 1st gear was being shifted to 2nd almost immediately. The 4.03 1st NWC was used almost excelusively on S10 for the 85 and under years, This might play well with a 3.0 to 3.23 rear gear arrangement.....PS I have 1 of these transmission on my bench, it is for another mopar flathead owner, but with his 3.73 gears, do not think it will be a pleasant combo.....

Pretty sure my Dyno to the wheels on my truck would be 70-80 hp....LOL Any of you gents, have any Dyno numbers on these engines?

A NWC T5 with 4.03 1st gear and a 4.11 rearend would suck, again you would be starting in 2nd, and .86 in 5th gives you a 3.53 final drive, nothing to write home about. Now if he has the 3.76 1st gear, not as bad, but again might as well start off in 2nd gear, but at least 5th overdrive is .73, so a much better reduction. The T5 gear ratios were darn low fior the early S10s meant for 4 cyl engines, and could be a bit of a pain.

https://www.novak-adapt.com/knowledge/transmissions/manual/t4-t5/ https://www.novak-adapt.com/knowledge/transmissions/manual/t176/

Okay read your PM, and will answer you on that too. I get what your trying to say but what do you want to actually find out. You are entertaining a 4spd, that 1st gear is in the 3.42 range, then 2nd would be around 2.2, 3rd 1.49, then 4th 1:1. So this is definitely not any of the 4spd truck transmissions with a useless bull ow 1st gear, thus rendering you a 3spd to work with. Why don't you supply us with a real gear ratio spec from a real trans you are thinking about. Towing, I don't care which trans you use, but the rear screw better be lower than 3.55, so yes at least 3.73.

Okay here is my vote, towing 4.11s. or 3.90 Cruising level ground areas, 3.55, nice for the highway, and should be no issue taking off in 1st with most transmissions, deleting "bull Low" as it would still be useless with 3.55s. 3.73, nice around town, some hills better and faster acceleration than 3.55s, plays nice with an overdrive too... I can tell you that 3.23 is okay, but slower to get to speed, might not be so much fun with the smaller engines in the hills and wind...

Sure why not, but be careful on I 15 Easter wekend

Hey CCJ, and any other silent Lurkers. I can almost guarantee, the A833 and a 3.23 marriage will not be so sweet, as in order to use the 4th overdrive, it could be after about 55 mph. I guess this is possible, no hills or wind, just putting along at 65 mph and 1800 rpm. The best combo woul dbe a 3.55 or a 3.73, better pickup in all 3 gears and more rpm at lower speeds in overdrive. These trucks have a lot of rolling resistance to wind noticeable at 60 mph, and very noticeable at 70 mph. The engine I have a 1955 spec, Canadian long block 228 or 238, stroke is verified at 4.25 but bore I do not know, this engine is about 105 hp, so older, maybe what 70 to the back wheels. The little 1/2 tons 108 wb, are light, but this combo in a 3/4 or 1 ton pickup would be truly sucked out. I invite those who maybe running an overdrive trans with gearing similar to mine to share their experiences....

Yes I agree, at 2000 rpm or so, they seem happy and not overly taxed. I believe combines and swatters powered by these engines ran in the 2200 rpm range, lower rpm and cammed for more torque at the lower end. Those will state they run 3000 rpm all day long, and who am I to say different. I do not want my engine running at 3000 rpm all day I can tell you that. I am going ahead with an A833 trans=plant, and most likely a rear gear swap, as the 3.23 will have me at only 1700 rpm at 60 mph. I could see not using this so much until this rear gear is changed. Running a flathead on a level highway with not too much wind, not sure if it could handle a sustained speed of 60-65 mph at 1700-1800 rpm....

Thanx for the anecdotes on the crude and rude drivers in your locale, near Escondido by chance? Okay so out for a drive, surprise, surprise, my truck runs well enough, handles okay it is what it is, 1950s truck. I am like most not overly satisfied with my 0-60 time, and this needs to improve. I may put the trans transplant on hold temporarily, and swap ina new set of rear gears, trying to find 3.55 or better yet 3.73s, I think this aerodynamic fridge needs some lower gear boost. Anyway shot this video for yall....

So Cal freeways no thanx, and this is not a slam either. How can that be any enjoyment, especially in an old heap. 60-65-70 is 1 thing, but 80-90 mph, don't even think about it. I don't even like those speeds in my 2015 hemi powered Ram. Even at 60 mph plus, in mulitlane busy traffic you better have the brakes and steering to back it up in a new york second. Here is my truck, pic taken early Sunday morning not far from home..

Reg, love it, as well as your stories about driving these old flatties in the real world....

Thanx CCJ, in the case of trucks with stock suspensions, I beam front ends, 65 is a nice top speed range, had mine up to 75 mph early today, not so much fun after 70. I know there will be those who say they are driving 75-80 mph, good for those, my truck is comfortable at 60-65 mph. Maybe this is not busy freeway friendly but works for me, and is a far cry better than 50 mph with 4.11 rear gears...

I know it's 3rd gear flipped. But it's not the gear spread of the regular 4 spd either, which isa very tough trans like the Muncie rock crusher.. Thanks for your reply. Feel free to add any info you like. The fact the 3rd is the overdrive gear is it not a Chrysler engineering marvel. I have no problems having you join in. My biggest issue will be this married to a 3.23 rear gear it ain't gonna fly. So a 3.55 or a 3.73 will be part of the deal. I will say this, the S10 NWC T5s, with 4.03 1st gear, and 3.76 1st gear, you will be shifting before crossing a wide intersection, even 3.08 1st gear is a little low, but doable.

Okay got a question for you Jeff? With regard to your post, at what RPM range would the average Chrysler flathead 6 be comfortable in? Where is the most efficient powerband? I always considered that running on the highway at 2200 to 2400 rpm, to be a good number, regardless of the actual speed. You have illuded to running at much lower, being nearer to the peak torque number at say 1200 rpm. Would highway cruising at 65-70 mph at 1600-1800 rpm gonna cut it?

Here ya go "Oil Soup", Tim's blog answers most of the questions. In you area, should be lots, start looking on Craigslist or Kijiji, for a 1975-86 Chrysler A 833 Overdrive, these came in Aspens, Volares, Pickup Trucks and Vans.

Okay so about to embark on my Chrysler New process A 833 trans transplant. This unit is from a truck, with a final drive ratio of .71 in 4th, and no ridiculous 4.03 or even a 3.76 for 1st like an S10 T5. Being a .71 overdrive, highly likely well guaranteed it will not play nice with my present 3.23 , at 65 70 mph, it will be between 1800- 1950 rpm, probaly not so good in hills or any head wind. Cruising below 2000 rpm, may or may not be that great for the engine, and it may lug and bog at times. I am already fully aware that it makes peak torque at 1200 rpm, so am a little confused as to why it should not cruise on the hghway at 1800 to 2000 RPM. I would foresee downshifting back to 3rd a lot at times, no big deal I suppose. I will be swapping my rear gear to 3.55 or better yet 3.73. Once I begin this swap, it will be fully documented, it should be easier and smoother than a T5 swap, no bell housing to be pulled, no holes to drill and tap, just swap clutch disc, and bolt on adapter and trans, and the usual cut new hole, and do a driveshaft.

Okay so about to embark on my Chrysler New process A 833 trans transplant. This unit is from a truck, with a final drive ratio of .71 in 4th, and no ridiculous 4.03 or even a 3.76 for 1st like an S10 T5. Being a .71 overdrive, highly likely well guaranteed it will not play nice with my present 3.23 , at 65 70 mph, it will be between 1800- 1950 rpm, probaly not so good in hills or any head wind. Cruising below 2000 rpm, may or may not be that great for the engine, and it may lug and bog at times. I am already fully aware that it makes peak torque at 1200 rpm, so am a little confused as to why it should not cruise on the hghway at 1800 to 2000 RPM. I would foresee downshifting back to 3rd a lot at times, no big deal I suppose. I will be swapping my rear gear to 3.55 or better yet 3.73. Once I begin this swap, it will be fully documented, it should be easier and smoother than a T5 swap, no bell housing to be pulled, no holes to drill and tap, just swap clutch disc, and bolt on adapter and trans, and the usual cut new hole, and do a driveshaft.

Hi all, 55 Fargo, hauled the rubbish to the dump, then get a free load of vinyl siding and old telephone pole pieces. Let's here from those who used their trucks to do what they were intended to do, and thats "Work"...