Packard V8 clutch housing?...How many do You need?

[SN-60]

There already exists a kit to use a TH400/TH700R4 automatic behind a Packard V8. Joe Hall has been running a TH400 for many years now. Only $895 from Bendtsen's http://www.transmissionadapters.com/PackardV8.htm

For the very few who want a standard shift transmission, I've got several standard shift bellhousings which will accept a T85/T10/Ford toploader 4-speed. They'd be available for about the same cost as a welded and machined T-U bellhousing.

jack vines

I can't help but ask............How many is 'several'?

[Studedude]

I can't help but ask............How many is 'several'?

More than two or three, but not many more... maybe, less than 5 or 6.

(I didn't make that up.) <G>

[SN-60]

More than two or three, but not many more... maybe, less than 5 or 6.

(I didn't make that up.) <G>

I KNEW someone would come back with that!!!

[SN-60]

I can't help but ask............How many is 'several'?

Jack??????

[StudeRich]

does that mean I could use a 63/64 T10 with a three speed bell and flywheel? If so does this mean I could also use one with a three speed clutch and throw out bearing? So the 61-62 bells are unique to those cars?
Sorry for the thread derail.

I really hate to get into this one AGAIN, there are SOoooo many posts totally explaining that '61 Hawks and Early '62 Lark and Hawk are just oddballs, using all that was available at the time: A Chevy Case Borg Warner T10, since Ford did not step up to the plate and Pay to Tool up a Ford case T10 until '62.
That left Stude. with no choice, since they were certainly not going to pony up to redesign the thing for so few '61 Hawk only sales.
So they had to create that oddball Clutch Housing with the lower Right hand Trans. mounting bolt off the "Pad" in it's own little round tower to fit the wide bolt pattern Chevy. case.

So you are basically correct, almost. It is not a total "Bolt-In" from 3 to 4, if you want to do it like Stude. did. They used a different Clutch Pressure Plate, probably just heavier springs, and special Clutch Linkage bolted to the Trans. side cover.
But yes the Stude. three speed bolt pattern was the Ford pattern from '58 to '64 so as long as you have a '63-'64 Ford Case T-10 you have a start to do a 3 to 4 conversion, but NOT all.

[PackardV8]

Yes, Rich, this poor horse gets beaten with every newbie performance guy who joins. We appreciate all new members and the old guys just have to click on by.

so as long as you have a '63-'64 Ford Case T-10 you have a start to do a 3 to 4 conversion, but NOT all.

Rich knows, but newbies don't. Amend this to say, "as long as you have the Studebaker mid-62 to 64 T10 with the same Ford bolt pattern" because there are more Ford T10s out there than Studebaker. Same bolt pattern; different input shaft, different tailshaft housing.

jack vines

[StudeRich]

You are RIGHT Jack I never think about the non-Studebaker options being a lifer Stude. Guy, so I was ASS-UMING a Ford Case Stude. T-10, NOT a Ford.

[GThawkwind]

I did know about the input shaft thing. I was really thinking of going with a three speed to save on cash but I think if I can find a decent deal on a T10. I know what I really want is a four speed. And I almost feel like this isn't something to cut corners on. Finding just a trans is a lot easier than finding a bell housing, flywheel, and trans. Where finding these items from a three speed won't be hard. I 'm going to see what turns up, if I find it more than its worth than I may just use a T86 and upgrade later. We'll see.

[StudeDave57]

and one or two people who may be dreaming about installing one into a heavy truck or bus

I wouldn't call it a dream. I'd call it a long-term plan.
Sorta like the 'dream' I once had to own a bus.
Guess what? I now have one in my garage!!!

Another 'dream' of mine is to install a Packard V8 in my '58 Packard
or a '56-'58 Studebaker sedan or wagon...




StudeDave '57

[PackardV8]

The '56J is proof the Packard fits into a C/K. How easily it will fit into the shorter cars is unknown.

I do know it was more work to fit it into a C-cab truck than I had thought it would be. Adding AC was the last straw which made it really, really difficult.

jack vines

[SN-60]

I know that this forum represents but a fraction of the SDC membership.....but it would be interesting to conduct a Stude Forum 'SURVEY AMONG 56J OWNERS' with Twin Ultramatic cars, as to how many would prefer to go with a standard transmission, if a clutch housing could be made available at a reasonable cost. I'd focus on the 56J, as the '55-'56 Packard and the Nash Hudson crowd would, I certainly understand, prefer an automatic transmission in those cars.... and kits are already available to adapt GM or Chrysler automatic transmissions to the Packard V8 engine.

[PackardV8]

Survey away.

The last two standard shift bellhousings I bought came from owners converting from the T85 to a TH400 automatic.

jack vines

[SN-60]

Survey away.

The last two standard shift bellhousings I bought came from owners converting from the T85 to a TH400 automatic.

jack vines

No doubt they both had left knee issues Jack.

[SN-60]

Jack,...just wondered if the Twin Ultramatic converter housing has arrived yet?

[PackardV8]

Yes, I now have two T-U bell housings. They can be welded and machined to take several different transmissions. The question is which one would be the best truck transmission.

I've even figured out that for some trannies, it wouldn't be necessary to weld. The adapter plate could be machined and bolted to the T-U.

If I am going to the trouble, I'd want a 5-speed or 6-speed truck tranny with an input shaft about 8.5" long . Who's got one of those lying around?

If anyone ever wanted to drag race a '56J, the AMC T10 4-speed happens to have an 8.5" long input shaft. I've got a close-ratio 2,20 and could make it fit easily.

jack vines