4 minute read
SWAP MEET
BORG-WARNER T-10 INTERCHANGE
Q: Are all cluster-gear sets and speed gears interchangeable in the T-10 series? I have a 1962 Ford T-10 and need the cluster gears and a third gear, so could I use the parts from a GM T-10 or another application?
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Brandon Smith
Via hemmings.com
A:The T-10 gearboxes that Ford used from 1962-’65 have a 1-1⁄16-inch, 10-spline input shaft with a 28-spline output shaft, whereas the GM T-10s had a 1-1⁄8-inch, 10-spline input shaft and a 27-spline output shaft. The pre-’65 Ford T-10 used 23/29/19/17-tooth cluster gears as well as 29/25/20/17-tooth clusters. Essentially all other parts from 1962-’65 Fords were the same, with the exception of early 1962 to late 1962 (December production), where first gear changed. As for compatibility between GM and Ford, second gears were the same for 1962-’65 in both units (with 30 teeth), but third gears are only the same if you are swapping 29-tooth gears (Ford also had a unique 28-tooth gear).
D and L Transmissions has many of the necessary T-10 rebuilding components still available and we suggest you call them for any needed cluster gears.
• D and L Transmissions
631-351-4837 • dandltransmissions.com
A-727 TRANSMISSION REGRESSION
Q: Is there a way to install a Chrysler 727 in a 1996 Dodge Ram? I’m sick of the electronics messing up and having the transmission shop blame inferior parts!
Bill Cutrone
Via hemmings.com
A:This can be done; however, you will lose the overdrive feature from the A-518/46RE currently in your vehicle. Conversion kits to install the older 727 in later-model Dodge Ram and Dakota trucks are available for performance applications from SMR Transmissions and include a transmission, new chrome-moly driveshaft, racing torque converter, and a transmission mount adapter. Reverting to the earlier transmission will eliminate the wiring used on the later unit for the lock-up converter. If you are asking if you could get salvage-yard components and do it yourself, it is possible, but you should measure carefully for your new driveshaft before you begin your quest and don’t forget to get the 727 torque converter. You will also need to fabricate your own crossmember adapter.
• SMR Transmissions
service@smrtrans.com
AFTERMARKET THROTTLE-BODY FUEL-INJECTION SYSTEMS
Q: I’m looking for a throttle body with an internal diameter from 36 to 40 mm.
I would like to use one with the injector mounted directly on the throttle body.
Marco Riguzzi
Via email
A:The 40-mm dimension you cite is very small for an injector throttle body. Holley Sniper conversions are between 90 and 105 mm. We assume you are attempting to replace a Keihn or Mikuni carburetor with a throttle body, judging by the dimensions you’re working with. If you just need one, contact Ecotron in California or Burton Power in the UK, each of which offers a Jenvey Dynamics, single 40-mm bore unit to replace Weber DCOE or Dellorto carburetors.
• Ecotron Corporation
562-758-3039 • ecotrons.com
• Burton Power
burtonpower.com
GASOLINE CONCERNS
Q: What would be the best octane for my 1957 Thunderbird (high-test or regular)? I just got it and it only had 32,600 original miles. I have been told to buy liquid lead additive at an auto parts store and add that to my gas tank occasionally, for the engine, because gasoline by today’s standards does not contain lead. Please advise.
Bob Penta
Via hemmings.com
A:With only 32,000 original miles, chances are good that the original engine valves and seats are still inside the cylinder heads. Because these components were not meant to burn low-octane unleaded gas, using a lead substitute is an excellent idea. If you decide to rebuild the cylinder heads in the future, consider upgrading to hardened valve seats, intake, and exhaust valves which will increase the longevity of your engine and the lead substitute should no longer be necessary.
OLDSMOBILE EXHAUST MANIFOLDS
Q: Will 1975 Oldsmobile exhaust manifolds interchange with those from a 1974 Oldsmobile?
Steven Sims
Via email
A:You didn’t specify the engine size, but it doesn’t matter much in this case. The driver’s side exhaust manifold is the same for 1965-’90 Oldsmobile 307, 330, 350 gas, 350 diesel, 403, 425, and 455 engines (except 455 California or dual exhaust models). The 260 V-8’s driver’s side manifold is the exception, but the passenger-side manifold that fits the abovelisted engines will also fit the 260. When sourcing used manifolds, you can also look into Cadillac, Buick, and Pontiac, as GM shared the Oldsmobile engine family across divisions in their full and mid-size models.
AMC T-10 CONVERSION FEEDBACK
While reading your column in the June 2022 issue of HMM I noted the question about transplanting a 360 into a Javelin. What you explained is accurate but what is not stated by the questioner is whether or not he has the correct flywheel with that engine. I learned the hard way that the flywheels are specific to each engine because the flywheel balances the rotating assembly. A flywheel for a 304, for instance, will bolt to the crankshaft, but the engine will be out of balance.
When I installed a 360 in my Hornet, I purchased a new flywheel, but the rotating assembly still needed to be balanced. This also happened with a friend when he installed a 343 in a Hornet using a 304 flywheel. It made a great weight loss machine when driving down the road.
