Re: [AMC-list] calponycar adapter to replace the T-96 with T-5...

[Frank Swygert <farna@xxxxxxx>]

To a degree, the thicker the adapter the easier it will be to make. And that leaves you more room to manipulate the input shaft. For 1/4" I'd use a steel plate, anything 3/8" or more aluminum. 

The V-6 trans isn't highly sought after -- should be about the same price as the four cylinder. So the longer shaft models might be around the same price as the short shaft four cylinder models. 

I agree on the OD ratios. While 0.68 is usable, the steeper ratio would be much better. That makes the four cylinder models even more attractive! There was even a 0.86 OD used in light four cylinder trucks, so that might be a better place to look (Chevy S-10/2.2L). I found a chart with all the ratios, but no application data. The four cylinder models are easy enough to spot due to the torque ratings (http://www.moderndriveline.com/Technical_Bits/tremec_t5.htm). It gives Tremec part numbers. Another site (http://www.5speeds.com/t5/index.html) has the tag number ID. As far as I can tell the tag omits the three zeros in the center of the part number -- use the first and last three digits of the part number ot find the application. 

I'm with you 100% on axles! You need one of the OD ratios, a non-OD ratio just wouldn't have enough pull in fifth gear with a 196. The OPTIONAL auto trans ratio for 63 was 3.31, standard was 2.86. The 3.31 was standard for OD, 3.78 optional.  I think 3.78 was standard with Twin-Stick, but maybe not -- TSM doesn't specify a TS gear -- you may have got lucky like I did with my auto car and got the "performance" gearing. I wouldn't be surprised to find that TS trannys used the optional gearing. A 3.31 gear might be okay with a 0.83-0.86 OD gear, but with the 2.86 you'd have a great full synchro four speed trans. L-head cars used lower gears -- 3.31 for standard and auto three speeds, 3.78 for OD (in 61 -- earlier cars used 4.11 standard with L-head). 3.78 was optional for 3.31 cars, 4.11 was optional for OD cars. I've seen as many 4.11 as 3.78 OD Americans from 58-63. That gives you a clue as to where to look for axles if you do decide to change later. 

I wouldn't worry about 50 series or higher tires, maybe not as low as 45. The tires just won't have as much give or as much space to give in, so pot holes and curbs would be a problem. I bet even 45 series radials have as much give as the old tall sidewall bias ply tires our Ramblers came with/were designed for!! 

If necessary drill a divot/hole in the factory bell to clear the T-5 retainer bolt heads. It won't really weaken the bell in that area. Shouldn't have to drill all the way through.

If necessary have a longer pilot bushing made. As long as it doesn't contact the clutch hub that works. I've seen them made for other adaptations with the bushing extending as much as 1/2" from the crank hole. If the bushing isn't thick enough a cone type can be made. 

I wouldn't mess with the flywheel, but you could make an adapter that fits between the flywheel and crank flange. I think that's what the no-machine work required V-8 BW to TF adapter uses. Heck, it might fit!! (that adapter also has a 1/4" thick spacer between bell and engine, which necessitates the flywheel spacer).


-------------
Date: Thu, 22 Oct 2009 18:45:00 -0700
From: tom jennings <tomj@xxxxxxx>

> as i read it, the 3 shafts are:
> 7.18    '93-down v8s
> 7.41    4-cyls
> 7.85    '94-up v6, v8

> i always reckoned that you'd have to use the '94-up setup for this
> sort of adapter, and that would still leave only ~2/3" for plate
> thickness.

Actually, with Rambler Mentality ever present, the 4cyl trans is probably
cheaper and an easier junkyard find, since "everyone" wants the V8 jobs, but
5th OD isn't good. Or 94-up, both are such that the adapter/spacer is
practical.

With 26" tires, the T96's .70 is fine, it could even be a bit steeper, so
.68 would be good. I've got a 3.77 axle. My spreadheet says that the .83 5th
would be GREAT! with the auto trans axle, what's that, 3.3?  But things can
always be "better"... I'm using what I have, I'm not chasing axles down.

Absolutely on the no-brainer to-do list is good tires. We ran Falken Azenis
tires on or 24 Hrs LeMons car and they were unbelievably good tires --
immediately and drastically so. But the tallest I *think* I can fit in this
car -- with custom 16" steel wheels -- is 2225/50-16's.

I'm wary of low profile tires. They suck on old cars (though often look
great). But I will work it backwards and figure out what works best and is
most affordable. I simply cannot afford to drop $1000 on a trans (never mind
adapters and trivia) and another $800 on tires, no way.

> big problem for the t5 retainer bolts too - it has to be thick enough
> to clear them.  if you use panhead bolts and cut divots clear through
> the adapter to clear their heads, you're down to what for minimum?
> 1/4"?

how about a plate for the flywheel to move the clutch closer to the
tranny, if there's clearance for it?

The clutch and flywheel are not the problem (yet...), but sticking the input
shaft into the end of the crank.

--
Frank Swygert
Publisher, "American Motors Cars" 
Magazine (AMC)
For all AMC enthusiasts
http://farna.home.att.net/AMC.html
(free download available!)


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