During a routine supply run to the local junkyard to see if we can find some parts for a couple of the vehicles, we decided to check out the Ford section to see if we can find some parts for the FMT, or even any of the other Fords on our lot, for shits and giggles. We ended up stumbling upon a 94 F150 truck that just so happened to have a 5 spd manual transmission. Even though this truck had an inline 6 engine, both the I-6 and SBF V8's share the same bolt pattern so these transmissions are interchangeable. Now at the very beginning my main thing was to grab the shifter since the FMT's 5 spd needed a shifter. I sourced a couple of shifters online but they were around $100 for the shifter and the rubber base cover. I knew I could get the shifter and base cover for less than $10. While I was more than elated to get this shifter since I can now write off the shifter on the greater project. After going home and thinking about it, I figured that I'm missing out on a real unicorn here. These transmissions are hard to come by and even when found, end up costing from $400 and up. I had to come back and get this thing, even though it would need a shifter. Even if I have to buy one of the $100 shifters, I'll still come out ahead with the cost of the transmission at the junkyard and the online shifter. I did rest easy knowing that taking the whole shifter and gear selector tongue from the transmission would render this thing useless to the novice. Fast forward to now, and we're back at the yard with all the tools necessary to pull this transmission with a minimum of headache. Some of the work was done since the driveshaft was already pulled and with the truck on improvised jack stands, it would make it pretty roomy underneath. I started off with pulling the crossmember. At the same time, I grabbed the transmission mount since I needed this part just as well. Once the crossmember was out, I got to work pulling the bellhousing bolts. Once the bellhousing bolts were free, all six of them, the next thing that had to come down was the starter. It didn't take long to determine that this part had to come along with us too since I needed a starter for the FMT's powertrain. Used starters are like $20 or so, cheaper than a new one obviously. I did have a bit of a time trying to get one of the two bolts out due to its being stuck pretty good. I ended up having to cut the exhaust close to the manifolds to open up the area enough to get my socket wrench in place perfectly straight to be able to finally break the bolt free. Once the bolt was free, I had my starter. With those parts and the crossmember down, I just had to pull the clutch master cylinder to free it up so when the transmission came down, it wouldn't pull on the oil line and damage this component. I would also be taking the entire clutch master cylinder/slave cylinder and hose assembly, another $100+ part online. The clutch master cylinder is held on by two bolts and a clip inside that secures the rod to the clutch pedal. With the master cylinder free, I moved it around everything to have it resting in a spot that will allow it to free fall once the transmission is down. After getting into a suitable position to be able to catch the transmission as it fell from the back of the engine, I wiggled the heavy machine, working its input shaft from the clutch assembly until it finally fell free. As the transmission broke loose, I braced myself to catch it and slow down its descent onto my torso. Once on my torso I guided it to the ground, concluding the hardest part of the whole job. With the hard part out of the way, I used the impact wrench to pull the bolts from the flywheel to remove the clutch assembly quick and easy. I wanted the clutch since it was still in good shape and would obviously go along with this tranny. I was about to get the flywheel too. Even though it was on a 6 cyl, they still are interchangeable with the SBF V8. My own negligence caught up with me in that I never replaced the 19mm impact socket that I was missing from my set and I didn't have a 1/2" to 3/8" adapter to use a 3/8" drive 19mm socket. Without the ability to use the impact wrench there was no way for me to break the bolts free since the engine was still freed up and spinning. But all was not lost. I still had a flywheel from the 5spd we picked up in TX. This flywheel, along with the flywheel that was on the 302 were interchangeable in their bolt patterns. So we went home without the junkyard flywheel, it was just as well. Lastly, I needed the clutch/brake pedal assembly since this will be needed to convert any F series truck from this era to manual, or, any vehicle that may be getting modified to accept this transmission. Only a few bolts needed to be removed and the steering column coupler had to be separated to allow me to remove the pedal assembly from under the dash. Now I can very easily use this transmission on any build with this pedal assembly due to the fact that the pedal assembly holds the clutch master cylinder and brake master cylinder. Other than drilling a few holes in the firewall, once I mount the pedal assembly under the dash of whatever vehicle being built, I can bolt up the master cylinders in the engine bay and just adapt the brake lines to connect to the F150 master cylinder. Having this large a brake master cylinder would give any hot rod build an A-1 braking system. This plan is in the works for the Rustang. Since I plan on eventually dropping the Rustang body on another Ranger frame (after finding the right one), I can install this 5spd in the build, setting up a power plant that will have the capability to handle whatever engine I'm likely to build for the car. The main point is, I now have this hard to find hardware in my hands, regardless my intentions of use.
0 Comments
Leave a Reply. |
Archives
May 2023
|