|The Europa Side - Mixing Parts From 365 & 395 Transaxles|
From the Europa Group
Mark Fisher wrote:
I have a 365 5 speed in my TC Special. I also have a Type 395 5 speed from an early model R18 sitting on the bench. I am attempting (well a good friend is attempting) to graft the internals of the 395 box into the 365 Casing. The internals are almost exactly the same dimensionally, and ratio-wise.
The reason for this is to replace a very worn gear-train and retain the stock gear linkages (please......no laughing). Now...........we have discovered that the 395 (R18) differential has only two planetary gears, while the 365 has four. Has anyone tried a 395 box in their Europa.? I have some concerns on whether the Europa's suspension setup might be putting extra load on the diff, so that it might require the extra planetary gears.
The question is, "Do you know how nay planetary gears are in your diff? S2 and or TC??"
SWIFT Performance Equipment
Date: Tue, 10 Sep 2002
From: Jerry Rude
Subject: Re: Type 395 Gearbox Question
Funny you should ask, Topper and I have been mixing the 365 and 395 internals for a few months now. The differences between the internals are:
The 395 case doesn't have the front bearing for the rear shifter shaft, but the hole is drilled, although its modified to clear the steel plate large round nut for the shift linkage. You'll see the difference when you look at the case.
You should be able to press in the bearing for a 365 though. The 395 case has an additional rear shift position indicator switch. The 395 third/fourth fork and syncro slider is smaller than the 365. The spacer in front of the 395 5th gear, top gear, is thicker by a goodly amount than the 365. As well as the 5th gear syncro is larger in diameter.
Note that the 365 fifth gear is a hewland made part. The shift fork for fifth is different, the 395 fits inside the slider, the 365 is opposite. Of course the shifting bars, steel plate and rear case are obviously much different, and the 395 doesn't use the disc to keep from being in two gears at once, it uses the rotating lever behind the steel plate for that function.
If you want to keep the rear case/steel plate and run the 395 case and gears, this is what I recommend:
Change the shift rods to the 365 type, including using the disc and the extra ball bearing for fifth lockout. Use all the gears/forks and case from the 395, and press in the bearing for the front of the shift rod. Use the fifth gears, spacer, rear case/steel plate, fifth syncros/slider, etc. from the 365. Make sure the fifth gear slider, when it is in neutral aligns with the fifth fork/rod when it is in neutral. You can do this by assembling everything, but before installing the spring and ball bearing in the rear case for the fifth gear shift rod, check that the grove in the shaft is aligned in the hole.If it isn't, you may have to use the thicker washer of the 395 on the top gear of the fifth gear set. But I don't think you will.
That should do it. The differential spyders are really not a concern unless you go to excessive torque or possibly racing. The 352 has two spyders also, and I've never heard of a problem.
Hope this helps. If you have any questions during the process, just email.
FYI, Topper and I both have grafted the rear case of the 395 onto our 365 transaxles. The reason is for the improved shifting. Its quite involved though, having to install the early TC shift linkage for the 336, make new rear trans mounts, extend the shift rod on the rear case, and mixup the internals. Pictures in the photos section of Yahoo.
If your fifth gear is in poor condition, I think I have a 365 set. I prefer the 395 0.91 ratio over the 0.87 ratio of the stock 365.