Generally, guys who ditch the iron TF either round up the '62 aluminum case
with the drum on it, or change the rearend out for a later one with
provisions for a regular parking brake, and dump the tapered axle rear.
That makes brake service a bunch easier, and generally the newer brakes are
superior to the originals. Seems to me that setting up the trans case
parking brake is somewhat of a pain and the parts aren't that easy to find,
as well.
Trouble there is the bolt-in for the 60-62 cars is the 70-74 Cuda rearend -
even the one-leggers with high gear ratios for those cars bring pretty good
money. I'm not sure what works in the 55-56 and 57-59 cars, if there is a
later model Mopar (or even Ford, blasphemy I know, but the wheel bolt
pattern is the same) that's a direct bolt-in, or if you have to move the
perches on the housing. (I'm sure one can be found that's the right width).
Bill K.
----- Original Message -----
Blank
OK guys, got some questions, especially for those who've done
later-model drivetrain conversions.
I have a cast-iron 57 torqueflite tranny, so can, say a 78 318, be =
bolted via
adapter, to the old torqueflite?
Or, an older 50's Hemi be bolted to a later t-flite? Are there adapters =
to use a pushbutton selector on a later t-flite?
How does one use the old drum E-brake if you use a later t-flite?
Thanks
Bill The Magnumguy
Romans 8:28-29
http://www.mopowerstyle.net
Chapel & Magnum/Cordoba Forums
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