Steering Geoffery away from the V8 trans toward the native B trans makes good sense in several ways. First if his oil pan has not yet been butchered, he can more easily take advantage of the rigid nature of the B engine/trans assembly and avoid the crack prone Model A flywheel housing which is an engineering bungle left over from the twenties. The Model B transmission case directly converts to the later improved gearsets and shifters. Often overlooked is the versatility of nearly twenty years of rear bearing retainers to make custom engine mounting even easier and better. The 1932 only flywheel cover has threaded mounting holes for the 1932 chatter rods that are also great for engine mounts. There are few driveshaft issues with either approach. Commercially available adapters for pedals, E-brake handle and wishbone mounts add to the ease of the application. Only thing better could be for Mac to come out and do it for you. The mere thought makes me want to go out and remove that pathetic stack of adapters in my A roadster and improve my own installation. The commercial adapters are imperfect and really need shimming to make them square, although most hatchet jobs just bolt them together and if it doesn't fall out in the road they go with it then unjustly curse the early Ford components as being junk. It may be true that Ford did continue for many years with poor design elements which fed the aftermarket with ways to work around them, but the use of the B transmission as the core improvement can make it right. Good Luck: Fred A
