Wednesday, December 31, 2014

T5 Transmission Installation - Part 3

This morning I installed the new transmission in the Mustang.  I used the same unorthodox approach as in the past where I lift up the transmission using a standard floor jack.  I place a 2x6 on the floor jack to create a larger surface and then add pieces of wood to the top so that it fits the grooves and webbing on the bottom of the transmission.  As I've said before, I don't recommend it to others but I've removed and installed the transmission three different times using the approach.

Installing the transmission took a little time.  It can be difficult to align up the throw out bearing, clutch, and input shaft bearing.  I'd say it took more than an hour easily as I stopped several times to look everything over and contemplate the best way to move forward.  I then bolted it up with the grade 5 bolts which were provided with the CPC adpater plate.

I was incredibly happy to have the new transmission in place.  While it took a little while, I shed no blood in the process!  Unfortunately, a few issues came to light after wards...

Issue 1 - Installing the Shifter

The transmission had to be installed without the shifter.  Otherwise, the shifter would hit the tunnel during the process of installing the transmission.

With the transmission in place, installing the shifter became difficult.  The shifter is too large to install through from inside the vehicle.  Instead, I have to let the transmission hang incredibly low and install it from below.

With the shifter in place, I started raising the transmission and realized the brass colored ring at the top of the shifter is too large to move straight up through the hole in the floor.  I took the shifter back off and could fit it through the floor by pushing it through at an angle.  I then let it hang there and raised the transmission up to normal level.  Luckily, the transmission raises enough that the shifter will bolt up fine.

Issue 2 - Transmission Off Center

The second problem with the shifter is that it is off center.  The shifter started off touching the passenger side of the opening with plenty of space on the driver side.  To fix this, I loosened the engine mount bolts, raised the engine with a jack, and then used a strap around the tail of the transmission to pull it to the driver side centering it up.

I'm not sure if the issue is entirely the transmission.  I suppose it could be the floor is off center.  Since I've had the engine, transmission, and floor out, I'm just going to roll with it as it is the only way to get this to work without cutting my new floorpan which is something I really don't want to do.

Issue 3 - Transmission Mount

I planned to use the Energy Suspension transmission mount which came with the transmission.  I was under the impression it was for a classic Mustang.  When I attempted to use it, the transmission would hit the top of the tunnel before I was even close to being high enough to install the cross member.  It is simply too tall.

I pulled it out and compared it to the stock one which I removed with my 3 speed transmission.  The Energy Suspension mount (Part # 1044) is 2.445 inches tall.  The stock mount is only 1.642 inches tall.  I then realized the mount holes of the stock one match the cross member but the Energy Suspension one does not.

I searched and found Energy Suspension Part 1044 is for a 85-93 Mustang.  The Modern Driveline website shows their cross member being used with the stock style mount.  They sell is stating the same mount is used on a T5 conversion, TKO conversion, C4, or toploader.  I put the old mount in place and it was the right height.  Easy fix. 

Issue 4 - Transmission Cross Member

The Modern Driveline cross member I purchased does not fit well.  The two mounting ears on the passenger side are too close together.  I heated it and used a vice to pull them apart some.  This worked marginally and allowed me to get it in the car to test out the shifter and driveshaft.  Once those items were checked, I pulled it out as it needs more work to actually fit the way it should.  I work on this more later.

Issue 5 - Driveshaft Length

I test fit the drive shaft with the front wheels of the Mustang up in the air.  There was only about 1/4" of space between the yoke base and the tail housing.  This is obviously not enough.  I was hoping to not need to have is shortened but unfortunately it is necessary.

I dropped the drive shaft off at BVD Driveshaft to have it shortened.  I dropped it off with the U joints attached in case they were needed for balancing.  They are going to shorten it from 51" to 50" and then balance it for me.  Unfortunately, it cost $154 ($77 to shorten and $77 to balance).  It will be ready by Friday at 3 o'clock!

Tuesday, December 30, 2014

T5 Transmission Installation - Part 2

Today, I removed the pressure plate, clutch, and flywheel to find the source of an oil leak.  I always suspected it was coming from the rear seal without considering the most obvious.  When I took everything apart, it seems to be leaking from the back of the oil pan.  It could be leaking a little from the rear sides and running to the back.  I tightened the oil pan bolts despite them being fairly tight and I'll see if it helps.

The flywheel, clutch, and pressure plate were all in great shape.  I cleaned then up with brake cleaner and back in they went. 

I installed the flywheel using my existing ARP bolts (#100-2801) which Itorqued to 62 ft/lbs per ARPs instructions. The pressure plate was also installed with ARP bolts (#250-2201) and they were torqued down to 20 ft/lbs per ARPs instructions.  I put thread sealant on the flywheel bolts and high strength thread locker on the clutch bolts.

The next step was to install the CPC T5 adapter plate on my stock 6 bolt bell housing.  The plate mounts to the bell housing using four supplied bolts.  Two of the bolts have a tapered head and use existing bolt holts in the bell housing.  The other two bolts are placed through two 15/32" holes you must drill in the bell housing.

You can see in the image below, there are a total of six bolt holes in the part of the bell housing where the transmission mounts.  The outer four are used to mount the stock transmission.  The inner two on the right side are the ones which I drew.  The left side is mounted using the tapered bolts from the front.  The other two bolts are installed through the drilled holes from the inside of the bell housing and into threaded locations in the adpater plate. 

I put some medium strength thread lock on all the bolts and put the adapter plate in place.  I then mounted it under the car and then installed the starter and the battery wiring.

The last task I was going to complete was touching up  the transmission tunnel where removing the transmission left a few marks in the original paint.  I kept two cans of the Dupli-Color TR 250 black bedliner spray cans I used on the entire under carriage two years ago.  Unfortunately, I found that both of my cans are bad.  I think the material hardened in the can as I can't shake it and it will not spray.  

I calculated the speedometer gear I need and checked the ones I've accumulated.  Unfortunately, I needed a 17 tooth and did not have one.  I ordered it from CJ Pony parts and used some accumulated 'frequent buyer' points to get $7 off the order.  This allowed me to order it and have it shipped to my door for $5.

I'll call it a day for today.

Monday, December 29, 2014

T5 Transmission Installation - Part 1

After a long delay, I'm starting the installation of my T5 transmission.  The plan is to complete a little each day this week as I'm off work.  However, I don't expect to be driving at the end of the week as I will need to have the driveshaft shortened.

Today, I started at about 11 o'clock and completed the following:
  • Removed the front carpet
  • Removed the 3 speed shifter, boot, and bezel
  • Removed the dual exhaust H-pipe
  • Removed the shifter linkage
  • Removed the speedometer cable
  • Drained the transmission fluid
  • Removed the drive shaft
  • Removed my O2 sensor
All of that was not too difficult and took a little over an hour.  The removal of the transmission and putting the new one in place are the tricky and dangerous parts.  There are better ways to do it than the approach which I take.  However, I've removed and installed it twice in this way so I know it can be done.

My approach is to use a 2x6 piece of wood with a cutout which matches the location of the transmission.  I put this on top of a jack and jack up the bottom of the transmission.  I then remove the cross member, unbolt the transmission, and use the jack to wiggle the transmission out of the bell housing and throw out bearing.

Once the input shaft is clear of the bell housing, I start to lower the jack.  While doing this, I balance the transmission on the jack with my other hand.  Needless to say, it is a little tricky.  Once I have the jack all the way lowered, I roll the transmission off the jack and onto a creeper laying right beside it.
I don't recommend anyone use this approach but I was successful with it yet again!

With the transmission out, I went ahead and finished up the following few things before calling it a day:

  • Disconnect battery and starter
  • Remove starter
  • Remove bell housing

Monday, November 24, 2014

T5 Crossmember Purchase

I'm still slowly collecting the items needed to install my five speed transmission.

I've watched the Modern Driveline crossmember (Part# MD-6773M-CMT5) on the CJ Pony Parts website periodically hoping to find it on sale.  Despite 20% and 30% off sales, this particular part never seems to go on sale.  I decided to stop waiting an just buy it a few weeks back.  Unfortunately, I received a call a day later stating it was on backorder.

I ended up paying $148 for the crossmember which was more than I'd hoped.  I selected this particular crossmember as I need one which provides as much exhaust space as possible.  By looking at the others produced and the underside of my car, I did not see the point in trying one of the others as they were obviously too big to fix with my exhaust.  I'm hoping this one works without any issues.

Aside from the possible need to shorten the driveshaft, I think I have everything needed to swap in the five speed transmission now.  I'll just need to arrange for some time which is hard with hunting season nearing.  

Saturday, August 16, 2014

BFGoodrich Sport Comp 2 Tires

I've looked at several different tire designs in the last couple of weeks looking for something which would be best for the Mustang.  I started focusing on tires which had the most grip which led to a few track oriented variations.  However, the tread designs just looked too modern for a classic muscle car.  In the end, I decided to go with BFGoodrich Sport Comp 2 tires as they provided good performance, a good appearance, and a reasonable price.

I took a unique approach with buying tires for the Mustang.  I started by buying just the front to tires and having them mounted.  I'd read so much conflicting information about how tires fit when mounted I did not feel I could trust anything I read.  I knew I wanted 225 45 tires for the front so buying these first would give me a guide for how other sizes would fit the rear of the Mustang.

I mounted these on the back and took some measurements of how much space I had on each side of the tire.  I estimated a 245 would fit easily but a might be able to go with a 255.  To be on the safe side, I ordered and had a set of 245 45 tires installed on the rear wheels two weeks later.

With all the tires mounted, I just had to pick up a few lug nuts this morning and I was ready to install the rims.  With them installed, I drove around for a while and then took this picture at the end of my driveway.  Its not the best picture but it shows how they look with the current stance.

As I drove around, I found the car is much more stable at highway speeds than before.  I thought the shake before was due to the poor aerodynamics of the vehicle.  Now it is as smooth as any of the other vehicles I've driven.  I hoped the back tires would hold the power of the engine but it is fairly easy to spin the tires when accelerating. 

The car still needs an alignment since I performed the Arning drop.  I've not done it yet but with the tires I really need to.  I've hesitated as the last time I had someone perform an alignment, they used vice grips on the adjustment sleeves and tore them up badly.  I'll need to purchase some new adjustment sleeves and then locate a good place so I can really test out the cornering ability with these new tires. 

Monday, July 14, 2014

New Billett Specialties Wheels

Over the last few months, I've continued to search for a new set of wheels for the Mustang.  I initially started looking for late model rims which I could use with some spacers.  However, I decided against that direction as I don't want to cut corners and just end up wishing I'd done something different later.  This led me to an exhaustive search of the various aftermarket wheels available.

Many of the inexpensive wheels available through Summit or similar retailers just look cheap to me.  As I search through what is available, I don't find anything I like until I'm looking at wheels which are well over $200 a piece.  I did not expect to spend this much on wheels so I started saving and continued to look.

This past week, I settled on a set of wheels and had saved enough to purchase them.  The wheels I decided on where Billet Specialties Rival G's.  I decided to go with 17" x 8" wheels all the way around. The wheels arrived today and I'm rather excited about how they look!

I wanted to find a way to place 275 tires on the back but without custom ordering these wheels it would not be possible due to the backspacing.  I suppose the wheels are made in a one size fits all approach so as to limit the number of wheels each company produces.  There were a few which were 9" wide but I did not like the look of any of them.  I decided I'd go with these and then just determine what tire size would fit when they arrived.    

Now that I have the wheels, I'm going to mount them up without wheels and measure for the best tire size for front and back.  I'll then need to save up some money so I can buy those.

Monday, March 31, 2014

Transmission Parts & Needing New Wheels

I've not vanished.... just been busy.

I purchased an adapter plate to install the T5 transmission to my original bellhousing.  My original plan was to use the bellhousing which came along with the T5 transmission.  As I calculated the pricing, I found it was going to cost roughly the same for the block plate ($29.99), Fulcrum Mount ($52.99), and T5 bellhousing boot ($28.80) as it would to just buy the adapter plate.  The adapter plate is shown below.

I also purchased a NOS 3 speed shift lever for a 1967 Mustang.  It is identical to the one currently in the Mustang except the chrome finish is much better.  T5 shift levers place the shifter too far forward.  My plan is to modify this 3 speed shifter to attach to the T5.  This will provide me with the same shifter location as I have now and a stock like appearance but with a short throw due to the shifter itself.

I've wanted to get new wheels for the Mustang for a while now so I can run a wider rear tire and tires with a lower aspect ratio for better cornering.  I decided two weeks ago I would list my current GT wheels I've had for five years on Craigslist.  I expected it would take a while for them to sell since I did not want to compromise on the price.... I was wrong.

Someone showed up to buy them today for $450.  This is the same price I paid for the wheels and tires five years ago.  I'm glad I was able to get the price I wanted for the wheels.  However, the Mustang is now on jack stands as I figure out what I'm going to purchase.