hello,
can anyone answer these questions.
#1 is the output shaft with a ball and trunion style flange interchangeable with the splined shaft?
#2 is the B&T driveshaft the same length as the 3 speed manual box one?
this trans is for sale at present,with a flange.
my searches have'nt yielded an answer for me.
thanks.
regards,Rod

#1, no
#2, there is no common measuring point on the driveshaft. The front of the shafts, are completely different.

This link shows converting the B&T driveshaft to a normal slip yoke, for use with the flange transmission output.
http://www.earlycuda.org/tech/ujoint.htm

If you are planning on changing from a 3sp manual trans, with flange output, to an auto, with the flange output, I think (not positive) the driveshaft is the same length.

_________________
Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

thanks Charlie, I should have said the car is an Ozzie '67, VC (A body) Valiant with a 3 speed manual,and the ball and trunnion uni joint and obviously the flange on the output shaft.
I have scored a couple of 904's but with the splined output shaft. not compatible I know that.
BUT - is the flange shaft interchangeable with the splined shaft? whatever trans that is used will be stripped for overhaul anyway.?
the drive shaft deal is no biggy - got a couple of each type.
I had read the thread you linked to,but that is an adaption,not replacing the trans output shaft (probably with extension housing complete)

regards,Rod

The U.S. cars had the Flanged output auto up till 1965, with a cable shifter and cable park assy. Went to the splined output in 1966, with a mechanical shifter and internal park linkage. The two different tail shafts, and housings are not swapable.

I did that "adaption" because I could not swap the outputshaft and housing. I wanted to get rid of the B&T joint, but wanted to keep my pushbutton shifter.

PS: the flanged output transmission has a rear punp, where the slip spline trans does not have a rear pump.

_________________
Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Australian VC = American '66 Valiant with different sheetmetal and some mechanical differences. The Australian market did not operate strictly according to model years as the American market did.

Charrlie_S, I've idly wondered about this point before: What are the points of interference that prevent swapping the splined output shaft and housing onto an earlier trans or vice versa? Is it presence/absence of the rear pump?

_________________
一期一会
Too many people who were born on third base actually believe they've hit a triple.

thanks Charlie and Dan,
thats the answer I was looking for.I now know which way to go if I decide to swap out the manual box for an auto.
I wo'nt bother pursuing that auto in the picture.

regards,Rod

It has been awhile, so I don't really remember if there are any internal problems, where the internal splines are located. I don't have a rear pump in my ealy trans, as I use a manual valve body, and removed the pump and governor. The main issue is the park assy. There is no easy way to make it work. The early trans has the park assy actuated by a park cable, which goes into the small housing bolted to the bottom of the main tail housing. The later trans has an internal link from the valve body detent "comb" that goes through the inside of the trans, into the tail housing, to operated the pawl. I don't remember if there is even a passage in the early case, that would accomadate the internal link.

_________________
Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Ohhhhh yes, the park pawl assembly. Hadn't thought of that.

_________________
一期一会
Too many people who were born on third base actually believe they've hit a triple.

thanks guys.


regards,Rod