The Stovebolt Site Forums The Shop Area Engine Shop Put in my new 235 and T5

Well I finally put in my 235 and T5 into my 46 1 ton.

I put in dual carbs from Langdon with Fenton intake and headers. It was nice not to have to grind on the intake like the Offenhouser.

Here's a pic of the front of the 235

Here's passenger side and the driver's side of the 235.

The T5 fit in perfectly, here's the passenger side and driver's side.

I had to shorten the front drive shaft considerably but it came out great. I went to the Drive Line Service of Sacramento. They also balanced the whole driveline.

The T5 is a V8 so it has .63 o/d which will work well with the stock 5.14 rear end.

Anyhow I still need to get the shifter in and other details but I can't hardly wait to get it out on the road.

Looks pretty darn slick to me, good work. I wonder if it would have been possible to make one long drive shaft instead of a two piece unit.

Stuart

Long drive shafts can be dangerous, a buddy made one for his 3/4 ton, coasting down a long hill it turned into a pole vaulting rig.
Truck was totaled

I haven'y done much research on this type upgrade. I would like to do the exhaust and similar intake this year. Do you use 1 barrel carbs? And where do you get the throttle linkgage?
Ken

It's possible I could have done a long drive shaft but I don't know if I would have had to change the pinion angle. So I just decided to shorten the front one as it was simple to do.

I used the dual jetted Carter Webber carbs. It actually required an adapter to fit them onto the Fenton intake. You could use single carbs but they tend to leak more. I'm not sure if it's going to make a big difference either way.

The throttle linkage came from Langdon too. Patrick's and several other sites have them too. I had to convert to a cable link from the gas pedal. The headers didn't allow for enough room for the pushrod set up that was on the 216.

For a shaft over 5 feet you would have had to upsize the diameter. As long as the pinion angle is the same as the transmission, you shouldn't have a problem. The Angle of the driveshaft may change a bit. The primary cause of failure is bad balance, or too extreme of a joint angle. The universal joints also like to fail if one spins faster then the other. This happens when the transmission and rear end are not parallel with each other. The Universal joints accelerate as they bend and twist, bad geometry will cause catastrophic failure of the joint or driveshaft due to the different velocity of the 2 joints.

Hey Greg, when are you gonna take me for a ride?