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Sactownog

1933 DODGE DP SIX 1953 ENGINE - T5 SWAP HELP

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Good afternoon fellas,I need a bit of help.

 

I have a 1933 Dodge DP six 4 door sedan with a 1953 Dodge Flat Head 6 that currently has a 3 speed manual transmission. 

 

what I am wanting to do is swap out the transmission for a 1983-1987 Chevy S-10 6cyl 3 speed transmission with O/D. 

 

I am a bit confused on the process, I have read articles and other posts on this, but my issue is going to be the process involving the bell housing/clutch/flywheel... I can pretty much fabricate any transmission cross member mounts and do much of the fabrication work my self, however I am not sure what parts I need exactly to get the process started. 

 

I am considering taking out the engine for full rebuild and then doing the transmission swap, but if I can do the transmission swap without taking the engine out, that would be my 1st go to as the engine runs great now with minimal leaks. 

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I know I have asked you about this, but have you contacted "idrjoesandiego" aka Joe Ambrose? He is familiar with modernizing stuff.

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7 hours ago, billorn said:

What did 1953 Dodges use? Did they have a transmission with overdrive?

not sure, but I am sure all those old transmissions from 1950's are super hard to find. that is why I am leaning towards the T5 swap. 

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7 hours ago, keiser31 said:

I know I have asked you about this, but have you contacted "idrjoesandiego" aka Joe Ambrose? He is familiar with modernizing stuff.

yes, but I have not contacted Joe Amborse because I do not have contact info and also I was not sure what Transmission I was going to go with. but If you have the contact info, I would like it. 

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10 hours ago, Sactownog said:

yes, but I have not contacted Joe Amborse because I do not have contact info and also I was not sure what Transmission I was going to go with. but If you have the contact info, I would like it. 

I will pm you that information.

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I know when Don Coatney went through this on his later model 40s Plymouth, he had to have an adapter plate made and modify his bellhousing.  The input shaft had to be modified and machined and he modified the throw-out bearing mount.  I seem to recall something about the flywheel and pressure plate.    Then he discovered the stick was too far back and interfered with the front seat.  I remember his posts on the P-15 D-24 Forum.  It was a long, involved process, beset with tough problems and complicated solutions.  He finally got it finished, and was happy with the end result, but it’s something I wouldn’t want to tackle.  At the very least, you’re going to have to have access to a very good and cooperative machine shop, or have the equipment and skill to do it yourself.

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This is from 2008, but it gives you a good idea of what is involved.  Whether these folks are still selling the kit is anyone’s guess.  Notice that along with the cost of the transmission, you will have to buy additional parts to adapt the throw-out bearing, a new driveshaft, and change the rear brakes to compensate for the loss of the transmission drum emergency brake and the emergency brake lever (which is attached to the old transmission.). Looks like you’ll be in for a grand or so, plus many hours of work.

 

The use of an adapter plate to mate the 4/6-cyl S-10 5-speed (T5) transmission to the Mopar flathead engine requires that you use the transmission with the longest input shaft and a clutch disc with a reversed offset hub to assure proper spline to clutch hub engagement. The input shaft also requires a special crankshaft pilot bushing. 

Our kit includes a machined aluminum adapter plate w/flat head machine screws, a clutch disc with a reversed offset hub, a longer clutch pivot bolt and an Oilite crankshaft pilot bushing. 

The popular transmission is the S-10 because its design offers the forward mounted shift lever. Its location is about 11? back from the flathead clutch housing or the early floor shift location. And, the S-10 tail housing can be installed on all T5 boxes. 

The adapter plate is 5/8? aluminum, blanchard ground and CNC?d to accurately mate the T5 to the stock clutch housing. 

The clutch disc is a GM 9-1/4? disc with an offset spline. The hub has been reversed to get more of the S-10 input shaft into the disc. The pilot is a high-quality Oilite bronze bearing. 

You are to supply your own clutch throw-out bearing and sleeve (collar). The stock Mopar clutch throw-out bearing and sleeve can be used by honing out the sleeve to match the S-10 bearing retainer. Or, the retainer could be turned down to mate to the sleeve. An alternative would be to press a sleeve over the stock S-10 bearing retainer and machine to accept a 1994-2001 Cherokee throw-out bearing assembly. This will mate to the later stock clutch fork. Another alternative is to use a Ford bearing retainer, which will accept the 1994-2001 Cherokee throw-out bearing assembly. The mounting flange on the Ford retainer needs to be turned down slightly to match the S-10 for piloting into the adapter plate. 

Before starting this project it is recommended that you become familiar with the B-W T5 transmission. There are many sites that cover the history of this design and give good information on its flexibility, available gear ratios and applications. You should also confer with a T5 specialist such as Tom Langdon in Utica, MI (586-739-9601) when you are ready to buy. 

Buyer concerns: Transmission to chassis mounting Emergency brake relocation Driveshaft modifications Speedometer (mechanical available on pre ?87 S-10s) Shift lever position (approx 11? back from stock) 

Kit cost is $295.00; postage inside USA is $17.00. 

Check, M.O. or Paypal to pjplymouth@netscape.net 

Price good until 3/30/2008. 

Paul Curtis 

19319 Candlelight 

Roseville, MI 48066 

586-296-2488 

Call Paul at the above number. He should be able to answer all your questions. 
 
 

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