So I have been back and forth on what I am actually going to build for my 50's inspired Rod. I have a 28 Tudor in immaculate shape, which would make a great family cruiser for me the Wife and our 2 and 4 year old. But then I got to thinking I have an bitchin 55 chevy 4 door we built last summer that is perfect for that. So we acquired 2 34 Ford Puckups, well rather 2 cabs and a bunch of other parts. So basically I have enough suspension parts to build a Fendered (Dads) and a Fenderless (Mine) 34 pickup. So the plan has been to put my 286 Flatty in something all along. Being an engine builder I always seem to build engines without something to put them in. So I had been planning to run an AOD behind the engine, until I picked up a Killer Franklin Quickchange and have been tossing around the Idea of running a 3 speed. So now that it took me all that nonsense to get to the point here we go. I have a 34 and a 35 3 speed trans, haven't paid much attention to the threads on the 3 speeds because in all of our customer cars we put OD's in. But with the Quickchange I can have whatever gear I want in 15 mins. I see everyone running the 39 Trans. So what is the big deal with them? What is the difference with it VS the older trans? Can I interchange the parts to make the 34 or 35 be the same? And also What is the Deal with this whole Zephyr gear thing I keep hearing about. Help an Ignorant Kid out and let me know what would work Best for my Little Hotrod Pickup.
Depends on your terrain... Out here, we have long grinding hills on highways. Flathead guys with 3 speeds running with friends...with their big torque OHV 8 with highway gears, the flathead runs out of motor, but cannot downshift due to screaming in 2nd. 5 speed is pretty useful for that....you can't pull over to switch quickchange gears when you see a big hill.. Lol I run a 3 speed with a big early Olds. No need to downshift or any need of an OD. It will pull whatever gear I use in the differential.
Here in Southwestern MN we have no hills at all just flat forever, so That shouldn't be an issue at all, I'm hoping that my 286 stroker Flatty has at least 200 HP and 250 ft-lbs if I'm lucky I shouldn't have any issues with hills and the like This will basically be my daily commuter for the 13 mile one way trip from my Farm to our Shop which has no hills and is pretty flat. The longest run It will ever see is to Back to the 50's which is a 150 mile trip.
I really need to know what pieces I need to convert a 32-39 Trans to Open drive and if there is really any major differences between the 34 and 35 trans I have and a 39.
Early 3 speed transmission are non-synchro, 39 and up are synchro. The later cases are a little stronger. the later have larger and stronger shifting forks. That is why most prefer the later transmissions for the purists. The not so purists and the guys that will run a lot of miles lean to the T5 conversions. There are T5 conversions that allow the use of torque tubes.
Nothing special required they are for the most part interchangeable, one of the differences you need to be aware of is the clutch mechanism differences. If you go open drive there are a lot of modification required to locate the rear axle.
The rear Axle will be a Quickchange mounted with So Cal Ladder bars with Panhard and Coil Overs. That is a non issue the main thing is weather or not the 34 or 35 can have the syncro setup from later trans.
Can be done with extensive work and replacement parts, Probably cheaper and easier to us the later version of transmission. read here
In regards to Lincoln zephyr gears , they had what was believed to be a more desirable first and second ratio and the whole gear set was swapped into a Ford case
I have what you need to change the 39 box you have to Open drive line. 39 and latter will shift better into 2nd gear. There are 2 versions of sincro pre 48 trans. shift fork size is the key. It must match the sincro hub. The real Big deal for a 39 Trans is the fact it is a floor shift model. In 40 the cars went to column shift. That's what your Granny would drive not us young guys. Trucks stayed floor model till 52 and that's where the Big shift fork comes in. jrblack30 gave you the link to the Bible on early gears. The Wizzard
Thanks for all the info guys, looks like my 34 and 35 trans are pretty much useless. I'm going to see if I can come up with a Truck trans with Open drive.
JRBlack quote: Nothing special required they are for the most part interchangeable, one of the differences you need to be aware of is the clutch mechanism differences. I'll be putting a 51 merc engine in a 40. I have a top-loader 3 speed, which I believe is a 36. Does the clutch mechanism differences refer to 32-35 transmissions compared to 36 and up? I could not find that info on van Pelt's, maybe I missed it.
Wish you were closer Id take those 34 and 35 transmissions off your hands. Never hurts to have a spare or 2 around when running the earlies haha.
from Vanpeltes website http://www.vanpeltsales.com/FH_web/FH_images/FH_trans-pics/7511-clutcharms.jpg You can see the different clutch arms will require some custom solutions, if the swaps are made. Of course you can change the clutch arms over and leave the linkage alone. The clutch shaft through the bell housing has not changed in diameter, so arms can be replaced with little effort. 1940 and up went to an equalizer arm that anchored to the frame.http://www.vanpeltsales.com/FH_web/FH_images/FH_trans-pics/Flathead_Clutchassy_1940-48_85hp.jpg another thing to be aware of is the 8BA will require a bellhousing adapter plate. 59 series motors have an integral bell housing, 8BA do not have integrated bell housing http://www.vanpeltsales.com/FH_web/FH_images/FH_trans-pics/Trans-adptrs-8rt.jpg additionally look at the transmission mounts the 32-37 and 38 and up are different. they can be interchanged as required. There is lots on information out there, do your research. Vanpelte has an extensive library of drawings, use them. http://www.vanpeltsales.com/FH_web/flathead_partsdrawings_links.htm http://www.vanpeltsales.com/FH_web/flathead_drawings_trans.htm
I wouldn't say useless, just limited in options. anything can be done to those transmissions. later internal can be installed. there will be machine work involved. there are many instances where '32 transmissions have been rebuilt with later internals. it all depends on your knowledge, abilities, and the depth of your pockets. I have a pile of open drive transmissions in various conditions. PM me if interested.
If you are using SoCal ladder bars and coil overs, you have killed the true traditional issue. So just find a more modern 4-speed or a T5 and be done with it. Much easier to find parts for, cheaper, more usable in the long run for all terrain and purposes. Now if you decide to use a banjo rear and a cross spring, then I could see you wanting the early (pre-'48) trans. The beauty of the old Ford parts is they interchange pretty regularly, with the right combination. But no use restricting yourself to "antique" parts if you are blowing the illusion in other areas. Just keep the flathead up front where everybody sees it and hide the new trans underneath.
The Model A (1928-31) was non synchro. The early Ford transmissions were synchro beginning in 1932. They just got better as time passed with '39 being the best. The '39 gears will go directly into my '32 case (a little tight but workable) using the proper shifter. The best case seems too be the one with a "78" cast into it which began use in 1937. Charlie Stephens
This old post will help you figure out what you have and what you can do with it: http://www.jalopyjournal.com/forum/threads/39-ford-transmission-prices.91515/ If you move ahead, get the excellent VanPelt book on working on these.
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