I am hoping someone may be able to help me continue the process of sorting out my dilemma. I had previously posted a thread "1946 Cylinder-Piston Help in which this group helped me determine my 216 was in need of some extensive work. I learned that a friend of mine had acquired a late model 235 for me as a replacement. This comes with it's own challenges as pointed out by a few of you, particularly Jerry Hotrod Lincoln.
The reason for this post is there is something odd about the way the master cyl and pedal assembly is mounted (or not mounted) to the housing. Please have a look at the attached picture. As you can see the mounting holes are misaligned by a great deal. So much so that the previous owner had to modify the plate to get the pedals to go through. Does anybody have an idea of what might be going on here. I'd like to get this sorted before I confuse things more when I start talking about the engine swap. The current engine is a 216, # AAFII52343. The transmission is a 4-speed with the reverse button on the shifter. Jerry (Hotrod Lincoln) called it a Crash Box. It would be nice to know if any of the parts currently installed are incorrect before I start trying to shoehorn a different motor into the mix. :-)
I was able to locate some numbers on the bell housing and transmission today. I searched this forum and found a lot of information but am having trouble sorting it. Based on what I've read, I am thinking the 4 speed transmission in the truck is an early model that was installed after the truck left the factory. The number on the drivers side plate is 590511. Behind the shifter is, as best I can tell, L97 then a space and what looks like an 8. The number on the Bell Housing is 839257 so I believe the bell housing is correct. I am at a loss as to what is going on with the pedal assembly mounting. Any information would be greatly appreciated.
The Art Deco trucks I've seen with the four speed trans are big trucks ( 1 1/2 ton and COE) and had a different pedal set with a divorced master cylinder and only mounted to the bell housing. You have a three speed pedal assembly bolted to the side of the wider four speed.
Thank you. Do you know if the transmissions in trucks from 46 were on the floor or on the column? The reason I ask is I have access to later model 235's with 3 speed column shift transmissions out of cars rather than a truck. If I cannot locate a 3 speed truck transmission, I am hoping to install one of the car engine/motor combos... just not sure if it is possible. Any thoughts?
Your truck was floor shift. Shouldn't be too hard to find an original truck trans as a lot of folks are swapping in Borg Warner T5's. Changing to a column shift may be a tall order I would personally shy away from that. I like granny gear four speeds in trucks, any reason not to stay with that?
I thought you might say something like that about the column shift. Never had one so I just thought it would be neat.
I do like the 4 speed. I'm just a little concerned with how it is all band aided together to connect up with the clutch fork. It seems to work OK, it just makes me cringe is all.
Column shift manual trans and a foot starter are some of the best anti-theft devices available today.
I'm looking at your picture and it sure looks like plenty of room to trim back the mounting lugs on the pedal casting to get it in line with the bell housing mount. The original clutch fork to pedal link is just an eye bolt hooked by the pedal and adjusted with 2 nuts and washers.
In your opinion, is it secure enough with the pedal assembly just being mounted the way it is? I have no issues leaving it that way. The pedal to clutch fork is currently setup the way you describe above. I did not realize that was/is an original design.
It sure looks sturdy. I would push as hard as I could on the brake pedal and check for any movement between the bracket and the bell housing. If there is any movement I would address it.
If the current setup is shifting and braking well, let me offer a simpler fix. Make a couple of short brackets to bridge the gap between the bellhousing and the pedal linkage from fairly thick metal- - - -maybe 5/16" or even 3/8" thick, and use a flat washer or two to level things up and prevent putting any stress on the castings. That will reinforce the pedal mount and possibly avoid a disaster on a panic stop if something decides to break at exactly the wrong moment. Bracing what's already there and working will also avoid any further butchery of scarce parts.
If you decide to upgrade to a later model synchronized 4 speed transmission at some later date, a bellhousing change and possibly some modification to the torque tube setup might be required. For now, I'd recommend concentrating on getting the new engine installed and running, and avoid doing too many modifications at once. Floor shift conversion linkage is available for the 3 speed transmissions, but that would put the shifter at an awkward position and require cutting a hole in the floor pan. It would also require changing the rear end to one with an open driveline, not a torque tube. Jerry
"It is better to be silent and be thought a fool than to speak and eliminate all doubt!" - Abraham Lincoln Cringe and wail in fear, Eloi- - - - -we Morlocks are on the hunt! There is nothing noble in being superior to your fellow man; true nobility is being superior to your former self. - Ernest Hemingway Love your enemies and drive 'em nuts!
Many thanks for the help and advice. I plan on moving forward with the current 4 speed. Jerry, I do plan on using the existing bell housing, flywheel, clutch and starter as you suggested. It will be a couple of weeks before the new 235 is delivered.
