55 Fargo

Hi James, and Merry Christmas, all the best for 2016. yes do think you have a fair amount of engineering work ahead, and do look with interest on your build thread and progress on this concept....

Ford 226, another very good engine, not the 300, but a good one nonetheless

A couple weeks back discovered that the carb I installed about 4 years back on my engine, is a very small CFM rating 1 9/16 throttle bore, and venturi 1 1/4. Can't remember where I got it from, but it's CFM rating is pretty low, below 100. I have another truck carb, throttle bore 1 11/16, venturi 1 17/32. The CFM rating and jettting is in upwards to about 170 CFM. The next short while will install and see what this does with my engine and performance. I plan to go triple carb AoK intake and split exhaust in the New Year some time. I am thinking the 3 carbs, although more CFM for full throttle, should give a way better balance fuel distribution that a single or even dual. But am going t install this bigger carb to see what happens if anything. There are many different CFM ratings for the Carter BB carbs, some very small, some quite huge...

Send a PM to Tim Kingsbury, if anyone might know it will him. He has most if not all the books to look after this..

You Guys enjoy, it s really cold here the past few days and lots of snow the past week. So rolll on...that's they were meant to do..

Nothing great, not decorated, but did take these today...

Dobrya

Polska

Here yah go, http://www.qualityengineeredcomponents.com/?page_id=224 With respect to the ebrake and diff, why not swap in something modern, like a Mopar 8 1/4, complete with modern brakes and ebrakes, not hard at all to swap in. Would have matching ujoint yolk for the 904 trans too. I have no idea, if any of the posters will go through with this conversion, but it's not a simple Saturday swap...

Just FYI, Wayfarer makes an adapter plate for the torquefite transmissions for the Chrysler flathead 6s. He is a member on this forum.Yes will 2nd the throttle kickdown linkage, the trans would be toast in no time without it. Lokar makes a nice cable set-up as well as others...

"Kristos Razdayetsya," Christ is born in Ukrainian, many of us in Western Canada

Oh yall mean Feliz Navidad, Joyeaux Noel From western Canada

That's an interesting concept James, and not necessarily gonna be all that cheap either.Has this been done before? Or a hypothesis, you are planning to create for the first time. yes the motive for the retaining of the fluid drive bell is what? Rear Motor mounts being retained? Now what are you planning for your torque converter, use it inside the stock cast iron bell, attached to the crank, How? Flex plate to stock crank, what about the starter and ring gear? Final question, a 727 has a bit of parasitic loss, much more than a A904, why did you choose this trans over the A904, and why not go with a A518 trans then if you plan to attach a GV overdrive to it. Interesting concept...

Guys listen for "what it's worth", I have installed a few sets of these brakes on a couple of Old Mopars, so no expert. I of course would have the drums machined as little as possible, to surface them nicely. With all new steel lines, wheel cyls, MC hoses etc. I would install the shoes as per Dodgeb4ya, and allowed the shoes to wear into the drum arc. The brakes have been great, not instantly but after some miles. Brake pedal was always good and high, not spongy. The stock brakes in my old 47 Chrysler coupe, were great, could put a passenger into the front window and dash, very easily. No they are not modern disc, or self energizing self adjusting bendix type drums, but can be very good if in good adjustment and condition. They have to be worn in, or as mentioned, machine arced to contact....

Snowy dark night tonight, on my 28 mile ride home, I have a Hemi ram 4X4 truck, so a very nice vehicle for this kinda weather, and these type of roads. Temp is 25f, snowing, up to 4 inchs could fall overnight. Now you Southern Dudes, may shiver, but 25, is not bad here this time of the year at night. Our normal temps for this date, are 5 below to 14 above f...

Hi Reg, which carb and intake are you planning to use?

Nice tractor and decent driving weather yet Bob...

Great Don, roll on, keep driving, your T5 is the best, so is your approach. Being you have been so forward about getting Information on the A833 conversion, would naturally assume you would call George Asche, to educate yourself, and to actually speak to the man who is building the A833 adapter plates. Don is there any reason you feel hesitant to call George? Don't you think He could answer your questions? I mentioned to you, about your dissatisfaction with your T5 Don, are you happy with your T5 Don? Don I will again ask you to stop deflecting attention from the topic, you have already exalted us all with your Superior Knowledge and Capability with respect to the T5, your Flathead, your wiring, your car etc. 1 more thing Don, if you really want more info on the A833, I suggest you call George Asche, and/or Tim Kingsbury, I am sure they would be real happy to hear from you...

Now Tim, did I get under your skin, it might have took me 3 months to source the rad I needed, but your builds have been going on for what a decade. So what me 3 months, you 10 years, no big deal, as you have stated on many occasions you enjoy the build, do you even like to drive? So, yes, you want to discuss the T5, your experience, knowledge and practical use. I will put it in simple terms Tim, how many T5s from an S10, have you retrofitted to Chrysler Flathead 6 engine? How many miles have you driven? Tim, again so you do not lose sight, the theme of this thread, is directed to those who are Happy with their T5 conversion, or those who are not. What was involved in the process, and the longer term results. I am not so rigid where , other items cannot be mentioned, but not sure what you can really add to this thread Tim, so far, not much it seams, but thanks for coming out and trying...

No Don , I have no problem with my T98 acme,did I mention something? But thanks for your concern, but don't recall asking for it, much like your unsolicited email to another member, will this refresh your memory, Don Coatney, on 16 Mar 2015 - 2:47 PM, said: First to clear a few things up. I was one of the first on this website to install a non MoPar five speed manual over drive T-5 transmission and reported such so on this website. Prior to my install I did my research and was well aware of the ratios. The first T-5 I selected was a 1352-107. This transmission was from a diesel S-10 pickup. What I discovered was the input shaft from this transmission was shorter that the input shaft from a gas powered S-10. So I rejected the diesel T-5 and found and installed a 1352-145. Both of these transmissions have identical ratios as follows. I find these ratios to be a good fit for the torque and horsepower curves of my Flathead 6 engine and I have installed a 3.55/1 differential in my car. R-3.76/1, 1st 3.78/1, 2nd 2.18/1, 3rd 1.42/1, 4th 1.0/1, OD .72/1 I have driven my car with this transmission installed over 40,000 trouble free miles and I am very happy with it. Others such as Robert Horne have install other non MoPar 5 speed manual transmissions with great success and I applaud there innovative efforts. I have not read any reports of anyone on this forum installing a semi modern MoPar five speed floor shifted transmission behind a Flathead 6 and hopefully if someone has done so they will come forward and post there results of the install and drive ability. I have read reports on this website of someone who installed a diesel T-5 with a very low 5th gear ratio. This person indicated that that recommendation to install the diesel transmission came from a forum member on this website. I do not recall anyone on this website ever making such a recommendation. The person who made this report is a forum member with zero postings but he did post his e-mail address. I have made attempts to contact this person via e-mail but I did not get a response. I must assume this person did not do his homework prior to doing the install and that is his responsibility and cannot be blamed on anyone else. I have also read reports on this website that some folks who have installed a T-5 have regrets and are not happy. Problem is the reports are not directly from the folks who have installed the T-5. I would like to hear from them and why they are not happy. Comments from someone else have little meaning. At the time I did my install there were no “kits” available. I did my own measuring and modifying with the mind set that failure was not an option. Pictures of what I did have been posted on this forum many times. I will gladly share what I did with anyone at no charge. I am not trying to sell my ideas but at the same time I do not want someone else selling my ideas. Installing any non stock transmission is not for the faint of heart. One must have a good understanding of what the requirements are and a good mechanical skill set. The kits available today are helpful but none are an easy bolt in with no modifications required. Yes Don, I got your email - Mar 11 at 5:15 PM "Donald Coatney I hear you have had some problems with your T-5 install. I would like to discuss these issues with you." I thought it an odd message given I do not know you nor have I reached out to you asking for advise. Now that I have read your post from this afternoon it is clear you have decided to follow-up on a conversation between myself and another member that took place about a month ago. Well I appreciate what I am sure is a desire to help I'm good. Thx just the same. Again Don, your T5 is the best, your happy with do drive on, quit trying to deflect attention on the topic of this thread. Tod Fitch already warned you to move on with your own thread. You also keep wanting to get A833 info, would you not think it wise to telephone George Asche, don't you think he would be happy to hear from you Don. I think George and the AoK boys should be able to answer all of your questions, if you so desire.

Tim says, good point Fred but my swap incorporates a complete different tranny..I have sold three R10 to folks who wish to stay with the flathead as an alternative to later upgrades...some folks do not whish to be invasive and to that end I support with no problems. I have helped locate a couple OD's for other people to purchase..that is my total involvement in the R10. As well you know I do a few later model upgrades and I can say without a doubt the easiest transfer I have done of late has been the 3.7 V6 with NV3500 5 speed complete with the donor pedals and hydraulic clutch...sweet to the fact that with the donor rear gear, (necessity for tone) it was a basic bolt in including the driveshaft. Now before folks say but hey, you did a clip...yes, but with the clip, you still need to move the engine 7 inches rearward after the fabrication of the engine mounts the rest was just a simple slide to existing holes and Bob's your uncle.. I would say that 95% of all this is just a willingness to start, accurate measurements and an ability to fabricate and weld...again many limit themselves by not using their imagination and taking steps to put it on paper to test the feasibility. Fred says, Tim think it may be a good time for you to start a "Modern Drivetrains" Thread, and/or Blog, that way you can be on your chosen topic, have your own followers etc. Or perhaps a build thread(s) on your current builds, that way those interested can follow by your lead. I know by your admission, you prefer the build, not sure if you have anything roadworthy yet, as I do not recall any posts to the fact. This thread has veered a bit, however there have been a few posts by those who venerate the T5 conversion, how well it works, how easy or how difficult the conversion was in their own unique case. Personally it makes no difference to me how, what, you want to undertake your project/build. I mentioned a few posts up, there are many different flavors of Ice Cream for a reason. So fill yur boots, on whichever way you want to go.

Which trans and V8 conversion can you offer your expertise on Tim. Since you want to open this thread to further discussion perhaps you can share your insight to the Borg &Warner R 10 Overdrive trans, which would be applicable on this forum board.

Posted 18 December 2015 - 06:42 AM I haven't gotten mine to the point of driving it yet so I can't comment on that part. I will say it was very easy to adapt to the truck bellhousing with a very inexpensive kit. Very straight forward install. Drill 4 holes and install 2 spacers/bushings. Done. You do need a new pilot bushing but with a new trans of any type that is probably true so I don't really count that. Well Ed, we can say you are happy so far with your T5 conversion, the truck conversion is also different than the car. Now you are asking for links of happy A833 trans users, might lead someone to believe you have some reservation on the T5 swap. While I have no issues with your query, do find it odd you are answering a quote that is directed to Don Coatney.

All the best to you and your wife. Will ask the Big Guy in the sky to be there with the both of you..

Thank you Tod