Zephyr overdrive into 1940 Ford?

[Pete pa]

The 40 coupe I'm building now I used the 48 Lincoln v12 and overdrive, and had to cut the x member out to mount the transmission in the frame, the shift solenoid sticks way out from the trans that gave me some problems to work around. If you are putting it behind a v8 it would require less cutting. There are pictures of the car in my album on the HAMB if you want to see what I had to cut out. Look at Two Couped up album.

[42merc]

Originally Posted by Bored&Stroked View Post
That Lincoln tranny is a BEAST! I bet I could not even lift it . . . I think I'll go the T5 route on my next 34 build - with the good Ford Motorsport gearset and a .82 overdrive.
Quote:
Originally Posted by Tim Ayers View Post
I agree. After seeing those two picts.

Tim...IF you and Bored&Stroked are planning a T5 with an open drive line, that'll all work-out just fine. But if y'all are talking about doing the torque tube hook-up with the little SHORT T5 like the one in my picture, you have to remember that to utilize the SHORT Jeep main shaft and rear extension housing, the gear set you use MUST be of the NON World Class variety, which there ain't a damned thing wrong with. The Jeeps were only manufactured in NWC configurations. The only differences are in some of the bearing types, and in the friction materials on the synchronizers.


There is no difference in gear strengths between the WC and the NWC trans types. With that being said, and if you do plan on the shorty Jeep parts, ya better get after it looking for the Jeep parts....they weren't that easy to find back when, and they're starting to get fairly few and far between now. The only three Jeep parts needed are the main shaft, the rear housing and the 23-spline upper OD gear. I can help you with details if needed. DD
__________________
T5 W/TORQUE TUBE


It's one thing to be ignorant! It's a whole 'nother story when you're proud of it!



42 merc asks:
What is the real world cost of the T5, Jeep, torque tube conversion, COMPLETE ?

[Tim Ayers]

Originally Posted by V8COOPMAN

Tim...IF you and Bored&Stroked are planning a T5 with an open drive line, that'll all work-out just fine. But if y'all are talking about doing the torque tube hook-up with the little SHORT T5 like the one in my picture, you have to remember that to utilize the SHORT Jeep main shaft and rear extension housing, the gear set you use MUST be of the NON World Class variety, which there ain't a damned thing wrong with. The Jeeps were only manufactured in NWC configurations. The only differences are in some of the bearing types, and in the friction materials on the synchronizers.


There is no difference in gear strengths between the WC and the NWC trans types. With that being said, and if you do plan on the shorty Jeep parts, ya better get after it looking for the Jeep parts....they weren't that easy to find back when, and they're starting to get fairly few and far between now. The only three Jeep parts needed are the main shaft, the rear housing and the 23-spline upper OD gear. I can help you with details if needed. DD

DD, thank you. Yes, I want it closed drive. OK, I'll reach out to you. I don't need WC so I'm on board with that.

[Tim Ayers]

42 merc asks:
What is the real world cost of the T5, Jeep, torque tube conversion, COMPLETE ?

I'll X2 what 42 Merc asked: Can you buy this conversion complete, ready to rock and roll?

[42merc]

Back to the top for a cost figure.

[V8COOPMAN]

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Originally Posted by Tim Ayers

42 merc asks:
What is the real world cost of the T5, Jeep, torque tube conversion, COMPLETE ?

I'll X2 what 42 Merc asked: Can you buy this conversion complete, ready to rock and roll?

Tim and 42 Merc….. Sorry, I've just now seen your requests from yesterday evening. I went back to take a look at the original "T5 W/Torque Tube" thread that I posted three and a half years ago now. Man, how time flies! Anyway, I see that you both originally checked-in to read that thread back when. In view of your current questions, and they are legitimate questions, it would likely serve good purpose to go back and reacquaint yourselves with some of the details and methods of the original article. Just below this sentence is a link to that ancient thread that you can click on, or you can merely click on the "T5 W/TORQUE TUBE " at the bottom, left of ANY of my posts here on the 'Barn and that T5 thread comes up in it's entirety.


https://www.fordbarn.com/forum/showt...T5+TORQUE+TUBE


What should be remembered in OUR case is the fact that Heard fabricated many of the parts/pieces needed to either adapt the torque tube to trans, mount the trans, fabrication of a pocket to re-mount the front wishbone onto his fabricated rear trans mount plate, as well as rebuilding and assembling the "new", shorty T5 assembly himself. T5s are easy to assemble. Virtually all parts of the transmission were purchased USED except for the fresh rebuild parts package like bearings, synchronizers and gaskets. The short Jeep main shaft and tail housing were found on eBay. The main case and Camaro 2.95 gear set came as a result of a Craigs List Camaro T5 trans purchase in a nearby Florida community. These '83-'87 Camaro T5s are still found at swap meets on a regular basis. The Camaro transmissions are relatively easy to spot as they have the common Chevy Muncie-type bolt pattern on the front AND they have the 26-splined input shaft, whereas the other wimpy Chevy T5s (with crummy gear ratios) have a 14-spline input shaft. Individual gears (if a bad one needs replacing, for instance) are readily available at specialty shops all over the internet, and all over eBay, also.


The most expensive items were the custom made 23-spline trans to U-joint adapter which was fabricated by Kato King on the HAMB, who also goes by "Cranium" here on the 'Barn. Seems like those couple of torque tube adapter pieces he supplied were about $450 or so from memory. I believe that also included the little 23-spline, 25-tooth O/D gear. Pictures of those and other adapter pieces are seen in our T5 thread. The T5 to flathead adapter is available in several different iterations from three or four different sources. Depending on whose adapter you opt for, they seem to range from about $269-ish to around $600 or so, and a couple of others I've seen for stupid money. About all that's left of any expense is the torque tube/drive shaft shortening. Heard may chime-in here and we can find out for sure, but it seems like he found an old, established drive shaft shop with an old guy that knew the ropes, and I want to say that cost him about two Benjamins ($200-ish). We have since determined that there is a good possibility that a V8 torque tube and drive shaft from '33 or '34 MIGHT fit perfectly without shortening. It's gonna take just a little more butt-scratchin' and figurin' on my part to fully ascertain that to be a factual statement.


As noted in the original thread, neither Heard or myself offer any parts or complete kits to complete this modification. This is hot rodding at it's best. Measure once, measure once again, cut it precisely, and glue it together.


We've been rather disappointed in the fact that despite a dozen or so folks have made inquiries and asked specific questions since then, we know of only one other completed shorty T5/Torque Tube build and that is in Cory Taulbert's little '32 coupe, the story and pictures of which I've included in OUR T5 thread on page 4, I believe. It's the maroon '32 coupe...big pictures! Last I read he had over 6,000 miles on that one, and as nice as Cory's cars are, he doesn't "baby" his stuff. More reason to re-read that old thread in it's entirety. I'm sorry that I can't break the costs down to the dollar, but so much is dependent on how resourceful you are, both at resourcing parts, and with your fabrication skills. I'd STILL be happy with sharing any info that I can, or even just a little suggestive advise if it helps. Let me know what ya think, guys! Dick D (DD)

[Pete]

Just nit picking but didn't Lincoln Zephyr's have Columbia's with hypoid gears?
I was going by the title of the thread.