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REAM Bushings

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WHAT'S REQUIRED to USE T5
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"outsider" .....Once you complete your conversion, and MOST IMPORTANTLY, if you understand and follow-through with CORRECT choices of parts, overall gear ratio combinations, and having in mind exactly what it is that you are trying to gain by this swap, you should thoroughly enjoy the results and drivability of your '40. But mind you, if you get any of these points wrong, you can wind-up with a really disappointing combination that can actually make you wish that you had never started the modification. DO YOUR HOMEWORK!

You did not mention exactly which engine you are working with, but we'll assume that it is your original '40 engine, and there is NOTHING WRONG with that choice. There are parts and pieces out there to easily adapt a T5 to your engine.

I will assume that you intend to replace the early Ford "banjo" rear end and torque tube with some sort of 'open drive' rear end like a Ford 8", for instance. Today, the Ford 8" is easy to find and easily up to handling the power and torque that you will have from even a modified flathead engine. Plus, replacement parts for an 8" are available at thousands of locations. Unless you are well-experienced and well-equipped to fabricate the hardware required to PROPERLY mount that rear end in your '40 chassis, I would suggest a mounting kit such as Chassis Engineering's "AS-2016CG", or "AS-2014" without springs and shocks, both available at Summit Racing, as well as others.....link BELOW.

https://www.summitracing.com/parts/cie-as-2016cg


You will also find it necessary to remove the CENTER box-member that ties the two X-rails together, as well as being a mount for the FRONT wishbone ball. Chassis Engineering also has a kit which serves as a mount for your wishbone ends which will have to be split, as well as a mounting point for your rear transmission mount.

One of the most important aspects of a T5 swap is understanding that all T5s are not the same. If you select a T5 with one of the wrong gear ratio combinations, you will be very disappointed with the performance after the swap. You should remember that the basic T5 transmission was used in some very underpowered, light vehicles. As such, the transmissions used in these vehicles needed an advantage of very low, and widely-spaced gear ratios. This is not what you need for your reasonably powered and relatively heavy '40 Ford. Your rear end ratio comes into consideration here also. For a vehicle like a '40 Ford that is going to be street-driven and NOT a racer, I would consider any rear end ratio between 3.50 to 3.90. Along with that, I would consider ONLY a T5 that had likely come out of a Camaro/Firebird with the 2.95 1st gear ratio, known as the 'close ratio' gear set. This gear set/transmission can be found in the early ('83-'87) Camaro as a "Non World Class" T5, and in later Camaros as a "World Class" T5. There are people that will tell you not to mess with the NWC T5s, but there is not a darned thing wrong with a NWC trans. The gears are just about as strong, and the only real difference between the NWC & WC T5s is that they use different bearing types, and the synchronizers are made of some sort of man-made friction surface rather than brass rings in the NWC T5.

Everyone is going to tell you that you want to use a T5 out of an "S-10" Chevy truck. That trans will have the worst of all the gear ratio combinations. First gear will be either a 4.03 or 3.76 ratio, and that will be like a useless 'GRANNY' gear in your '40. You will literally end-up starting off in 2nd gear at stop signs. Plus, these gear ratios make these the least torque resistant. What you DO need is an "S-10" rear shifter HOUSING and SHIFTER LID. This is the rear housing that has the shifter location all the way forward against the rear of the transmission main case. The shifter lid is the accompanying transmission top that contains the shorter shift rod. This combination puts the shifter the farthest forward of all T5 shifters. These S-10 rear housings can still be found on $25 junk transmissions if you get lucky, or on eBay just about any time. Both pieces are a direct bolt-on to ANY T5 main case.

With something like a 3.90 rear end and the 2.95 1st gear set, taking off from a stop will be so smooth through the close ratio gears that 5th gear (Overdrive) will seem like merely one more gear, rather than a big drop in RPM like an O/D usually does. Do your homework. I will help with answers in any way that I can.

You should be aware that using any of the adapter plates usually involves using a Ford-type T5, most all of which have a 3.35 1st gear ratio in the Ford close ratio gear sets. Also, the Ford transmissions tend to have input shafts of different lengths, making it a little more difficult to decide on adapter plate thickness. And remember, the torque rating goes DOWN the higher the NUMBER in the 1st gear's ratio. Using the Camaro gear sets in a Chevy main case makes use of a single bell-type adapter like shown in the very worthwhile, comprehensive link BELOW. DD


https://www.motortrend.com/how-to/ad...ford-flathead/

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Comprehensive T5 to FLATHEAD ADAPTATION Article


https://www.motortrend.com/how-to/ad...ford-flathead/

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'35-'36 Temp Gauge





'37-'39 Temp Gauge

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Here is the '40 seat.

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mid-air

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Test pic

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Gee Whizz

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1936 STUFF

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REAR Mount