Opinions On Price For 65 Ball And Trunnion 4 Speed Conversion Setup

[65Fury440]

Can you guys weigh in on what you think a fair price for this would be? Not Mine.

Need some advice. I have a basically complete 4 speed conversion kit for a Big block 383 65 Sport Fury C-Body including 4 speed transmission, bellhousing, clutch fork, 4 speed floor hump, 4 speed console, pedals, linkage, flywheel, driveshaft and shifter / shifter linkages. In fact the only thing I can think it is missing is bellhousing bolts, shifter knob and cross member.

What would be a fair price for all of this together? I've seen prices of individual parts but I would like to sell all together.

 

[Davea Lux]

The last one of those I saw for sale at a swap meet was priced at $650 for the complete conversion, but I don't think it sold as it was still there Sun afternoon.
These days, most people ambitious enough to do the 4 speed conversion probably will not use the ball and trunnion u-joints as the later Spicer type joints are a lot stronger.

Dave

 

[65Fury440]

He does have a console with a 4 speed top and no boots, I'm going to suggest he separates that.

 

[Polara_500]

I think 650 would be really cheap for all listed here. When you start piecing it all up you'd be well over double by the time you had it all. The killer would be no driveshaft listed - that's gonna be real tough to find.

 

[65Fury440]

I think 650 would be really cheap for all listed here. When you start piecing it all up you'd be well over double by the time you had it all. The killer would be no driveshaft listed - that's gonna be real tough to find.

He does list a driveshaft. Whatcha think a fair price would be in your part of the country, care to give a range?

 

[Polara_500]

I'd be thinking about the 12-1300 range, all you need is soft stuff like boots and consumables like clutch, etc. If the trans doesn't need a rebuild at least - that would subtract if there's no surety it's good. Cross member is the same but it does want a different (hard to find) rear motor mount.

 

[savoy64]

time to upgrade the old trunions? there is a dana spicer fixed yoke that bolts right on 2-2-349 and if you want a modern U joint for your big block car just look at the output yoke on a first gen cummins 2WD---bolts right on....

 

[65Fury440]

time to upgrade the old trunions? there is a dana spicer fixed yoke that bolts right on 2-2-349 and if you want a modern U joint for your big block car just look at the output yoke on a first gen cummins 2WD---bolts right on....

View attachment 380471

So the output yoke will fit a 741 pinion spline?

 

[BIGBARNEYCARS]

You'll still need a custom built drive shaft. Last one I did in '06 cost $250 and that included the U-joint and slip spline. and Imperial Services sold one of their 1965 727 big block bullet proof rear mounts back then too. Just figure out who Stave sold his business to and you'll be covered for that rear mount too, Jer

 

[65Fury440]

My driveshaft cost me $400 a few years back. Holding up well though.

 

[savoy64]

there is even another splined yoke from a chevy application that fits right on--however you are stuck with those tiny u joints--the cummins one is either 1310 or 1350 u joint....talk to a good tranny guy....these dodge truck splined yokes have been used alot---the divorced transfer case units used the same yoke but with a medium size u joint....putting 500 hp against a stock tiny u joint with a 2 ball bearing slip joint doesnt make sense....

 

[65Fury440]

I'm just thinking out loud, my 65 had a factory 741 case, I think the yoke was 29 spline, I forget what diameter the 741 pinion shaft is.
It seems odd anything in a D/W250 would have anything that small, that's why the question.

Surprisingly enough, I always broke u joints but the B&T never was a lick of trouble.

 

[commando1]

I'm just thinking out loud, my 65 had a factory 741 case, I think the yoke was 29 spline, I forget what diameter the 741pinion shaft is.
It seems odd anything in a D/W250 would have anything that small, that's why the question.

Surprisingly enough, I always broke u joints but the B&T never was a lick of trouble.

Doug you are one of the very few racers that I talk to that still speaks in English the way I remembered it.

 

[savoy64]

i am talking tranny fixed yoke---not a rear end yoke...the picture posted is a short shaft 727 made for a truck....a cummins truck....

 

[65Fury440]

i am talking tranny fixed yoke---not a rear end yoke...the picture posted is a short shaft 727 made for a truck....a cummins truck....

Thanks for the clarification, makes more sense! I'm running the Dana/Spicer 349 fixed yoke which uses a 7290 joint, thanks for the tip!

 

[65Fury440]

Doug you are one of the very few racers that I talk to that still speaks in English the way I remembered it.

Racer would imply the person being competitive........

 

[twostick]

I'm just thinking out loud, my 65 had a factory 741 case, I think the yoke was 29 spline, I forget what diameter the 741 pinion shaft is.
It seems odd anything in a D/W250 would have anything that small, that's why the question.

Surprisingly enough, I always broke u joints but the B&T never was a lick of trouble.

A late friend of mine's brother in law inherited his 64 Dodge 440 that he just rebuilt the original B&T joint on. It had 300,000 miles on it, the last 50k or so with a 535 hp Indy SR headed 440 in front of it.

My friend bought the car new and pulled the stock 383 out and built a 440 in 1970 for it with the usual upgrades for the time, Crane 300 duration cam, 780 Holley CH4B intake, headers and ported 906 heads. No slouch either.

The pin was showing some wear was the extent of the issue with the old joint.

Rebuild kit installed, good for another 300K.

Kevin