I have a restored 1953 F250 chassis with the optional 4 speed transmission. I’d like to adapt a 350 Chevy or a 351W to that transmission. Anybody have experience with this type of conversion? Thanks, John
That trans should be a T98. You would need some type of adapter. No factory Ford parts will help Some Jeeps and maybe IH? used that trans also. Might widen your search
Personally, I don't know why you'd want to run that beast of a tranny with a modern V8. If it was mine, I'd use almost ANY modern 4-speed (1960 or so onward) . . . and preferably a more modern 5 speed with an overdrive. I realize this requires spending some $$$, but it is for sure the way I'd want to go.
Novak probably has the adapters. However a T-18 out of a 70s to 80s Ford truck would cost $50-250 at best if you really want to run a crash box style 4spd.
Balance out the benefits and costs. The adapter is going to cost you money - quite a bit if there isn't one already on the market and you don't have the ability and equipment to produce your own. As for me I'd keep it all Ford. Scour the Craigslist ads for crashed or ugly Mustangs in you area with a 5 speed. You'll find in the long run a donor car is cheaper than shopping piece by piece.
This is one of several options. Read the cluster gear tooth count note. Not sure how the Jeep and Ford trans may be different. Not cheap, but complete. The newer T18 to a SBF I think would be cheaper. https://www.advanceadapters.com/440...hbLoOEs93oOE80U2GuusXBB3bsdlvPnzAUKvJJ9rUzJt6
Not only that . . . just think about overall drivability, comfort, gas mileage and wear and tear on your engine at highway speeds. My guess is that the rear-end ratio in your truck will be such that with a 1 to 1 final transmission ratio you'll be spinning the heck out of it at 70 mph. This is hard on the engine and hard on your gas mileage. Do you want to be able to take it on the highway? If so, you'll need an overdrive of some sort. Shifting a modern T5 or newer Tremec transmission will make you very happy - as compared to that old crash box! Also, you won't need a special adapter . . . that T5 is designed to fit your modern Ford V8.
Between poking around on the Novak website and trying to unfog things from thirty or forty years ago, one might be best off searching for a T18 or T19 four speed from an early eighties Ford truck. They bolt directly to a ford bellhousings for a small block application. The T18 is a granny low, with an un synchronized first gear. The T19 has a 4:1 first gear which is synchronized. The T19 was a fairly streetable transmission from what I recall, but if you’re going that far, a five speed overdrive of a few years later is better yet.
Well, it looks like this isn’t a practical idea. I purchased this truck to get the newly rebuilt EAB Flathead for my ‘27 roadster pickup project. So, it looks like I’ll be selling the truck as a roller once I remove the flathead, and will post my F250 here as soon as it’s ready to go.
I think its actually an old term for an unsyncronized transmission, but I’ve used it universally for older clunky shifting top loaded transmissions like the T-18 an SM 420/465 ect..
Ever row through the gears in a healthy Borg Warner? Not known to be clunky shifting. I’ve driven pickups and larger trucks with gvw weight of 45,000lbs with these old four speeds. Smooth as can be. Operator error, perhaps?
The term crash box is for transmissions that don’t have any synchronizers on any gear. The Fuller Roadranger truck transmissions come to mind. The GM SM420/465 are not synchronized into low gear only. The New Process 435 is the same way. These are synchronized in 2-4 gears.
I’ve driven them. Have zero problem with them, but they are long throw slow shifting transmissions very similar to the original transmission that was in question. That is why I said crash box style transmission in my original post. Not something quick shifting like a T5, T56 or even an NV3500.
As explained the term crash box was originally used to describe non-syncro commercial truck transmissions. If you didn't have the rhythm down you just ground gears. In the '60s and '70s it was also a term used for a four speed that had the syncros replaced with solid blocker rings. Mainly a racing thing, it facilitated power shifting but was a bit tough around town. Most of the serious street guys split the difference and just filed off every other syncro tooth. It improved speed shifting but had better street manners.
Easy to drop an engine in one of those trucks using a common Chevy to early Ford adapter and a front tube crossmember mount. Whether it would increase the sell value enough would be the question.
The T 98 was actually used in Fords up through 64. I don't think that helps a lot as far as bolting a 351 to one goes as I'm thinking Ford small block bellhousings changed bellhousing to block bolt patterns around that time. The reason I don't like working on Fords that don't come with a flathead or Y block, too damned many either or's or iffs involved on everything. If the T98 has the Ford Hogshead on it for flatheads you can get an ___ engine to early Ford trans adapter and it will work though. The cost of the adapter might be more than the cost of a newer full syncro 4 speed that comes for the engine of choice though. I've got a locked up T 98 with hogshead that came with a 52 F 1 chassis that I bought to salvage front drums, backing plates, shock brackets and the cross member from and then sold but the trans ended up in the weeds. I figure I'll sell it all or none to someone who wants the hogshead someday. Looking at these prices if you are anal about having that trans with a late engine it is going to get spendy if you buy a new adapter. Up to you from there.
The NP453 from a 70's Ford came with 300 sixes which is the same bell housing pattern. hat would be an option. I would vote for a t5 myself. I have done numerous conversions and they all deliver the best of both worlds.
If you switch to a later trans; you should switch to a later rear at the same time as you will lose the E/park brake that is on the tail of the original trans and the F-250 rear has no provision for one.
I have a NP435 under the bench that I will send you for free. Just pay for the shipping and she is all yours. It came out of an early '80s F250 with a 351W in front of it. I may or may not have the bellhousing anymore, if I do, I will throw that in as well.
It looks like the simplest way to go here is a Y block with the truck bell housing, as this setup used a T98. Again, this is being done because I bought the truck to get the EAB flathead for another project, and really think the F250 deserves better than to be parted out. Or perhaps I’ll find someone to take over the project…
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