wayfarer

What???? Please explain how you choose to compare a 68 Dodge with a 79 shiverlay, and then use a 383 instead of a small block .....The 383 had been out of production for 8 years when your impala came out. Obviously, a 68 Dodge is more valuable than a 79 Impala...geesh. When you try a 'slight-of-hand' with the data you come across looking like a politician.

Race guys often spend thousands of dollars 'trying' to gain some slight advantage over the competition...been there, got the t-shirt, left alot poorer... How about just using an adapter? www.qualityengineeredcomponents.com

One item not mentioned is that some MH Torqueflites had an e-brake on the end of the tailshaft kinda like the old cars...it will be very bulky and usually does not fit into what ever space you have... You may need to source another big block trans. .

If anyone needs a little inspiration, check this link: http://www.jaylenosgarage.com/video/1941-plymouth-special-deluxe-business-coupe/1337154/ .

Considering the differences between the two transmissions, I think it would be easier to use all of the parts from the donor rather than a mix-n-match operation. Having the bell, flywheel, clutch and trans all from one source will make the swap alot easier. .

One of the 4x4 off road shops actually makes a replacement front bearing retainer that incorporates a 'round' registration shoulder so that the AX15 (also called by other names) can be adapted to normal bells. Sorry, my CRS doesn't allow me to recite the company name... The Aisin-Warner units are quite durable, as evidenced by the pounding the Jeep guys hand out. If you want to adapt the AX15, with oem bell attached, or any of the other post-62 Mopar trans/bells to a flathead I have a block adapter for that. www.qualityengineeredcomponents.com Gary

Hey Dan, its been a couple of weeks now. Any updates?? .

I seem to recall that some odd-ball European car had a column shifted 4-gear but using a column for a 'normal' 4-speed would leave you w/o a Reverse operation...all of assumes you are talking about something like the A-833. Using a newer 5-speed trans (AX5, AX15, NV1500 etc) will use an 'old-timey' style shifter that looks at home in many pre-50 cars. .

Yeah, the 46¾ number would seem to be the spring perch... Drum to drum is likely in the 60" range and this is the important number. Many late axles have disc brakes available and with a front disc conversion (www.rustyhope.com) you will be able to stop on a dime and give some change. .

Aaahhhh, the sweet sounds of success. Congrats Dan!!

After-market parts such as ...? Disc brakes kits ... www.rustyhope.com dual carb intake & split exhaust... George Asche ... 814.354.2621 Tell us what you have planned.

You said the 3.8 had a recent overhaul, and you have the entire car to use as a parts pile, so why not?? Personally, I am died-in-the-wool Mopar and would be hard pressed to use something other than a Mopar in a Mopar but your Ford swap seems less distasteful than a sbc. Building mounts and such can be reversed/removed if needed later-on. Take alot of pictures!

Actually, the cam/lifter package is the same as well as the intake manifold. Heads, rocker arm assemblies, pushrods, valve covers and exhaust manifolds are required. Depending on the exact engine, sometimes the pistons can be left but only if the cam is left alone. A high lift cam will require valve notches to be on the bore centerline as opposed to the Poly which are slightly off-set.

Since the engine is not in a car/truck proper ID is essential. Drop the pan and refer to the forging number on the crank, the parts house will likely want to use it for exact interchange. But the big question is, "what happened"? If you lost oil pressure and now have a chewed up crank then you also have alot of other issues to deal with. A fresh crank will likely suffer the same fate unless the root cause is corrected. You should be worried about having a bunch of junk floating around inside.... .

1968 through 1971 internally balanced. 1972 -1973 are externally balanced.

...so we need to bribe you just so you'll run a Mopar engine...?? No Thanks. Poly engines, as well as LA types are cheap, just about everywhere, so unless you are desperately poor you could find one if you wanted to look, and if you are too poor to buy a 318 then you probably should put the car stuff on the shelf until you financial picture improves. .

I have been on generic statins for a number of years and no ill-effects. For me the low dose does its job and keeps the numbers in check. As was previously stated, if your doc isn't doing his job, that is, taking your health seriously, then you are destined to see Dr. G far too soon. The doc works for you. If he is lazy, inattentive, has a poor attitude or anything else, fire his a$$ and get a new one.

Ignore the sensor. Now tell us how the spring perches and overall width line up with the existing.

Sadly, Chrysler has really missed the mark in advertising when it came to the Dodge pickups. Even the first couple of years with the Cummins were played down. Looking back I have to shake my head and wonder why...yes, they did push the 'Little Red Truck', a little, but they had so many other opportunities that GM and Ford exploited. In 1974 a friend and I both bought new D-100 short wides, both with Adventurer Sport packages, both with 440 TF and every option then available...which did not include power windows that the 'others' had....Those trucks were rockets on wheels and Chrysler ignored the options in their advertising. OK, there was a gas 'shortage', but truck sales were still brisk. Until the new Hemi arrived dual exhaust were not even offered... Over the decades Chrysler has looked, at least to me, more like someone with a self-destructive personality than a serious car company. Sorry for the rant.

...the s-10 will have a different wheel bolt pattern... The Ford is the same as Mopar.

If you are going disc on the front then a new rear axle with oem disc may be a good option. There are a couple of advantages to replacing the stock axle, but mostly the newer brakes will be less involved and less costly to rebuild. And, given the prices at some pik-n-pul yards a complete axle may be cheaper than just a conversion package. Mustangs and Explorers are popular donors and have oem disc brakes and many also have positraction (or whatever Ford calls it). Have you had occasion to measure your existing axle drum-to-drum?

We are expecting a 'road-test' report with all of the details! I am curious how that 3.9 first gear works out.

...some info here... http://dodge-semis.com/Brochures/1951FGH/ .

Yet another 'mystery' from MotherMopar. All of the flywheels in my collection have a step on the trans side against which a oem clipped head shoulder bolt rests so that when tightening the nut, on the engine side, the bolt won't spin. Using a 'normal' bolt would not allow for proper tightening unless the step was removed, ie. spot faced.

Use a rifle bore cleaning 'rope'...plenty of small bore options. http://www.hoppes.com/products/ca_boresnakes.html .