T5 to torque tube adapter

C

cranium

Junior Member
Here is an adapter I make to put a jeep t5 behind your flathead and keep your torque tube. The one thing you do have to do is drill and tap the end of the jeep t5 output shaft. I have a few made up if anyone is interested. PM me for more details.
 

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cranium said:
Here is an adapter I make to put a jeep t5 behind your flathead and keep your torque tube. The one thing you do have to do is drill and tap the end of the jeep t5 output shaft. I have a few made up if anyone is interested. PM me for more details.
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Are you KATO KINGS on the HAMB? DD
 
How much longer than the traditional Ford 3 speed is the T5 with the adaptor? (How much does the torque tube / drive shaft have to be shortened?)
 
cranium said:
Yes.
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I believe this pic shows the parts you make for the Jeep version. I've found that the guys over on the Model A Forum seem to show much more interest in the "T5 / torque tube" set-up than the guys here on the V8 Forum. DD

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PeteVS said:
How much longer than the traditional Ford 3 speed is the T5 with the adaptor? (How much does the torque tube / drive shaft have to be shortened?)
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We figure the Jeep version is just a little over 7" longer than an old Ford 3-speed. The T5 BOX is 9-1/4", and the Jeep 4X4 HOUSING is exactly 6" long. Compare that, plus 1/2" for his adapter, to the old Ford box length. DD

picture.php
 
Interesting photo. Nice conversion. The adaption of the shaft is always the more hard to achieve part. With the V8s being a little more driveable over longer distances than an A might be part of the reason for an increased interest amongst the A crowd. Not wanting to cut a 32 crossmember is also a big factor.

Mart.
 
gasolinedeniz said:
which transmision do i exactly need for this conversion ?
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gasolinedeniz.........Most any T5 main case can be used, but I prefer the Chevy-based cases as they are easier to adapt to a FLATHEAD engine...in my opinion. Then, you'll need a 23-spline mainshaft, as well as the tailshaft HOUSING along with the corresponding short shift rod for that tailshaft housing from an '82-'86 Jeep 4 X 4 with T5 trans.

Before you go out looking for parts, you would do well to know your rear end ratio, an approximate diameter of your REAR tires, and what your intended use for the car is. There are some almost USELESS gearsets that are available in some of these T5s, although the gearsets will ALL fit any T5 main case. Try to get it right the first time with the correct gearset. Do yourself a huge favor and read the thread that I posted covering this subject from start to finish. Pay particular attention to posts #3 and #4, although posts #1 thru#7 tell the entire story. They further explain some of the particulars in choosing T5 parts necessary for this adaptation. Click link below, or click on the "T5 W/TORQUE TUBE" at bottom, left of THIS post. Come back with any questions you may have. DD

http://www.fordbarn.com/forum/showthread.php?t=206955&highlight=T5+TORQUE+TUBE
 
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I agree with Coop on the Chevy case except it is possible to use a Ford pattern T5 adapter with a hogshead (my preference) and the Ford mustang T5 tend to have the better gear ratios from the get-go. If you are wanting to use the alum bellhousing then the Chevy pattern T5 is the way to go.
 

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JSeery said:
I agree with Coop on the Chevy case except it is possible to use a Ford pattern T5 adapter with a hogshead (my preference) and the Ford mustang T5 tend to have the better gear ratios from the get-go. If you are wanting to use the alum bellhousing then the Chevy pattern T5 is the way to go.
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JSeery is pretty sharp about these old T5 boxes and their guts. Keep in mind here that no matter which trans is used (Chevy or Ford) for this adaptation/project, it's gotta be a NWC gearset to be compatible with the Jeep parts, as that 4X4 trans was only produced in NWC form. The early Chevys and Ford T5s were BOTH available with the 2.95 1st gear ratio that JSeery and I continue to promote. The neat point that I believe makes the decision a little "cleaner" is that using the Chevy box along with the 26-spline input shaft (2.95 1st) does not require the thick aluminum adapter plate between the Chevy transmission case and the aftermarket bell adapter. I BELIEVE that all the Chevy 26-spline input shafts are the same length. It seems like the Ford input shafts can be of varying lengths, requiring different thickness aluminum adapters........Seery will know the answer to THAT with certainty. DD

I just think this combo using the Chevy case, and WITHOUT the aluminum plate, is about as clean as it gets.

289076
 
Both the Ford and Chevy input shafts come in different lengths, but it might be a little less common among the Chevy line. I was not familiar with the jeep being NWC only. That would make the Chevy a better option (maybe) as the NWC Fords tend to have the long input shafts.

Coop, that is a clean setup!
 
JSeery said:
Both the Ford and Chevy input shafts come in different lengths, but it might be a little less common among the Chevy line. I was not familiar with the jeep being NWC only. That would make the Chevy a better option (maybe) as the NWC Fords tend to have the long input shafts.

Coop, that is a clean setup!
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You guys ought to put together a "T5 Bible" if it hasn't already been done. Id have to read it 5 times before I understood it.
 
Great information. I'd love to do one of these in my 37 pickup, especially since it came with no engine and trans. I enjoy driving my 36 pickup around town but finding those gears can be a challenge some times, but I'm getting better.
 
Coop
As I recall, Gene Sanders (Model Engineering: We are only 32) makes a nice aluminum adapter for Flathead to T-5.
I have one of his for Flathead to Toploader 4 speed. Nice product.
Jim
 
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