Posted by Charlie on Wednesday, November 08, 2000 at 17:52:49:
In Reply to: 5-speed (spicer 3053A) posted by Damon on Wednesday, November 08, 2000 at 15:28:32:
Are you going to try to put it on a stock flathead? I don't advise an overdrive AND 4.89s on a flathead, it's too much.
Is the price right? It should be about $4-500 for a good "take-out". Look inside the case (pull the top off), make sure every thing turns, it shifts OK and there's no chunks of loose metal. Figure on replacing bearings and seals anyways.
Do any readers know of an easy way to change a flathead 230 to SAE#3 flywheel and flywheel housing?
If not, the 3053A does detach from the circular housing. It may be that the best (and only?) way is to drill and tap the 3053A case and bolt through from the front, in other words from inside the bellhousing. It may be attached that way already to its' bellhousing, in which case the only work would have to be done on your bellhousing.
Be POSITIVE that the transmission is "indexed" properly by making the input bearing retainer and center hole on the bellhsg the identical diameters, before drilling attachment bolt holes in anything.
Also be aware that the 3053A has a case length of about 16.5" which leaves not much room for a driveshaft. You should call around to the custom 4X4 driveshaft places in the back ads of the 4WD magazines (mostly in Calif. and Ariz.) and see if they can make a driveshaft about 7" shorter than the stock one. You can get more room by converting from flange to yoke at both ends, if not already that way (about 7/8" each end).
the main attraction of the 3053A is the price.
There is some uncertainty as to the 5th gear ratio. Boyce says 0.85. The official US Army manuals in the workshop of the Army National Guard on Tudor Rd., Anchorage, Alaska, say 0.79. That's what my own eyes saw!
It's possible an SAE#3 bellhousing might be obtainable for an engine if it had an "industrial" application, maybe even marine. Some flathead sixes and even some of the "automotive" V8s were used occaisonally in boats, irrigation pumps, generators, etc.
Differences in input shaft dimensions are usually not insuperable. You can always get a clutch disk with a different hub dimension. The pilot tip can always be machined down and the whole thing can be shortened and turned down. Extended pilot bushings can be made. Don't forget about the length and OD of the input bearing retainer snout and how it affects the throwout bearing and its' travel.
If you ever figure out the 5th gear ratio FOR SURE please let me know. Also if you find SAE#3 parts that bolt to the flathead let the whole world know, if there's an easy way to bolt an overdrive 5 spd to a flathead the world will want to know.
Charlie