The main thing that was keeping me from getting the FMT's engine fully mounted on the K-member was the idea that the oil pan is a front sump pan whereas the K-member requires a rear sump pan. I did find the oil pan that came from the engine that was in the truck so that was good. I also took time to affix the side mounted oil dipstick as well since the engine setup did not allow for a regular oil dipstick due to the block being an older unit that had the dipstick in the timing cover but needing the newer timing cover for the newer engine, which had the dipstick in the block. Anyway, with the new old oil pan ready to swap out, the old unit needed to come out. After removing the bolts, I had to move the engine crane back in place over the engine and hook the chains up, which conveniently were still attached because I would have to lift the engine again. I had to lift the engine to even be able to drop the pan down at all since the bottom of the oil pan was right on the K-member. After lifting the engine up, I couldn't pull the pan down from the back since the front sump being so close to the K-member kept it from moving any more to the back. Luckily I was able to move it forward and down to clear the K-member. Without the fan in place nor a fan shroud, I was able to pull the pan down and out. With the pan out I dropped the engine all the way down on the mounts for the time being since I needed to pull the crane free from the truck to make things easier for me to work underneath without crane legs being in the way. Funny thing is, because the sump section of the oil pan was resting on the top of the K-member, I was unable to access the drain plug. Because of this, when I did pull the pan free, the ass end of the pan dipped down, dumping most of the oil out to the ground. When I pulled the pan all the way out from the front, causing the rear to dip down again, the rest of the oil came out on the ground. Now, I'm going to have to lay something on the ground when I do slide back under the truck to put the new pan up. a minor inconvenience but still one nonetheless. At least now I can prep the bottom of the engine for the new oil pan gasket. One last thing I wanted to confirm was good for the day was the fitment of the slip yoke we picked up from the junkyard. Since the yoke I had from the FMT's old driveshaft was a bit too wide for this transmission, we had to find one that had the same number of teeth but a narrower shaft diameter. After finding what the numbers should be for the dimensions, I brought my digital caliper along to measure the yokes we did find. Just when I thought all was lost, we managed to find a driveshaft from an older F150 with an auto transmission. It was a perfect match, same number of teeth, correct distance between the U-joint caps, and right shaft diameter. I brought along the tools to allow me to pop the U-joints out and remove the slip yoke from the driveshaft. With that we fast forward to now and I was able to install the new used yoke on the FMT's driveshaft. Of course, before I did that, I test fitted the yoke to find that it was a perfect fit in the 5spd's tail shaft bushing. This is a turning point for the FMT due to the fact that a replacement driveshaft would've set us back upwards of $400 if we had to have it built from scratch. With this being taken off the table on our list of needs, there isn't really much left to do or buy for this truck before we can get ready to crank this thing over for the first time.
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