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Drivetrain
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For better fuel economy and all-around performance driving, most Restomod guys swap in late- model transmissions with extra gears or overdrives. This section will cover the most popular manual and automatic transmission swapping info, where to get the parts, and what is offered by each manufacturer. Selecting a transmission to run in your car is determined by a few factors, including but not limited to: your everyday driving style, frequency, and distance; the condition of your clutch knee; whether or not you want to cut a hole in your floorpan; whether you drag race, road race, or both; and the size of your wallet. If you decide on a stick shift, do you want the smoother shift of an internal-rail shifted Tremec TKO or T-56? Would you rather have more gear ratio selections like a Richmond 6-speed? If you pick an automatic overdrive, do you want it to be manually controlled like the Ford AOD, or do you want to fork out the extra dough for the computer controller so you can use a 4R70W transmission? New transmissions might come out that will work even better for you. Maybe Ford will come out with newer and stronger transmissions, like a 7-speed manual, or maybe a 6-speed automatic.
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Manual Transmissions This section is devoted to technical information about a couple of companies offering Tremec TKOs and T-56 variants, Richmond 6-speed transmissions, and conversion kits. There are a lot of companies offering conversion parts and some incomplete kits, so space limits the company coverage to a select few.
If you want to drop a bunch of extra money for transmissions that will hold the loads a standard production transmission won’t, you can check offerings from G-Force Transmissions, Tex Racing, or Quaife. For instance, the standard production Borg Warner T-5 is rated to a capacity of 300 ft-lbs, while the reworked G-Force T-5 is rated at 500. Depending on the model of the production T- 56, it can be rated as high as 550-ft-lbs, and the reworked G-Force T-56 handles around 800. Tex Racing Enterprises offers racing 4-speed transmissions with a Chevrolet mounting pattern (an adapter bellhousing is required) for Extreme Restomods built mostly for track racing. Quaife makes outrageous racing drivetrain parts for racing cars, with prices to match the level of performance and quality. The old adage “You get what you pay for.” applies to these companies. These transmissions may be a cut above an average Restomod unit, but if you’re making that kind of power, you’ll end up needing one sooner or later.
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If you want 5 gears, don’t have excessive amounts of power, and don’t want to modify the transmission tunnel, get yourself a Borg Warner T-5. You should be aware that the production T-5s come in different flavors and ratings from 230 to 330 ft-lbs of torque. When swapping a T-5 into a small-block Ford Restomod, for best results, you should get a T-5 from a V-8-powered 1990 to 1993 Mustang.
For those of you putting a late-model 5.0-liter engine in an early car equipped with mechanical Z- bar clutch linkage, you will run into problems. The later model blocks don’t have the boss on the side of the block for the Z-bar linkage stud. You can make your own, or purchase an adapter bracket from Kaufmann Products and Total Performance.
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Tremec TKO 5-speed
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In 2004, Tremec came out with the TKO-500 and TKO-600 5-speeds to replace the earlier TKO models. The updated transmissions handle more horsepower and have more gear options. The image shows three shifter locations at 7, 12.5, and 15 to 26 inches from the mounting face of the transmission. These shifter locations are offered exclusively by Keisler Automotive Engineering. (Photo courtesy Keisler Automotive Engineering)
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Swapping in any of the TKO 5-speeds into an early shock-tower car is tricky. There is a lot of different information available on what cars the TKO fits in, with and without modifying the transmission tunnel. The TKO has two large high-mounted inspection covers and the shifter. These covers are tall enough that they can hit the underside of the transmission tunnel when you install the transmission and engine with the correct pinion angle (as seen in the pinion-angle diagram in Chapter 3). For Falcons and 1964-1⁄2 to 1970 Mustangs, the transmission tunnel needs to be raised about 1 inch to clear the top of the TKO. There are companies selling transmission crossmembers that allow you to install the TKO in these early Mustangs without modifying the transmission tunnel. They say, “It only gives you an extra 3 degrees down on the transmission, but that’s not a problem.”
There is a problem with this logic. The transmission is originally 3 degrees down, so when you add 3 more degrees, it adds up to a total of 6 degrees down. This angle can spell problems for your U- joints. Add a bunch of extra stress from increased horsepower and torque, and it will spell trouble. You may get lucky and never have a failure, but your chances are greatly increased. Shops that have a serious understanding of pinion and driveshaft angles would not cut corners. These shops would install the transmission at the correct angle and modify your transmission tunnel if necessary. If you want to purchase one of these “pinion-angle-challenged” crossmembers and install shims between the crossmember and trans mount to raise it to get the correct angle, you would at least save some time fabricating the entire unit. Then you just need to modify the trans tunnel since you raised the transmission to the proper height. For the various other Restomod candidates out there, the best way to see what will fit is to start measuring.
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Keisler Automotive Engineering
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Keisler Automotive offers tranny-swap kits for Ford, GM, and Chrysler products. Their kits include all the necessary hardware, crossmember, driveshaft, transmission, and more. They have done all the research to make sure the angles are correct, and if transmission tunnel modifications are necessary, they also have computer-designed add-on sheetmetal covers. (Photo courtesy Keisler Automotive Engineering)
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The people over at Keisler Automotive Engineering do all the homework for you. They offer kits for Ford Restomods, as well as Chevrolet and Mopar muscle cars. The TKO 500 and 600 offered by Keisler Automotive Engineering have a few different shifter locations (not including the different locations available straight from Tremec), so depending on your application, you may be able to use the stock shifter location and keep your factory console. Keisler takes pride in making its kits correct and complete. When I say “correct,” I mean that the kits are designed to allow for the correct pinion angles. To achieve the correct angle, it may be necessary to modify the transmission tunnel. If it is, Keisler includes the templates for cutting and the necessary sheetmetal cover to finish the job like a professional. The bolt-in kit includes all the parts necessary to bolt everything in, including the driveshaft for your specific application, wiring, and the crossmember. Keisler is constantly adding new kits, so if you go to the website and don’t see your application, make a call and check, just to be sure.
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Tremec T-56
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The Tremec T-56 6-speed has been a wise choice for Restomodders who want the extra overdrive gear on the freeway. The picture shows two shifter positions at 11 to 15 and 17 to 26 inches. These are exclusive to Keisler Automotive Engineering. (Photo courtesy Keisler Automotive Engineering)
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The most popular 6-speed manual transmission (production or aftermarket) from the late 1990s to present is the Tremec T-56 (formerly BorgWarner T-56). Tremec saw a market for offering T-56s for Fords and an aftermarket T-56 (Tremec part # 1386-000-012) to fit small-block Fords. The resulting transmissions have been a huge help for Restomodders looking for a sixth gear. The additional overdrive in the T-56 allows for better fuel economy and higher top speeds. Tremec’s aftermarket T-56 fits the 1965 to 1993 289, 302 (and 5.0), and 351C/W with a 6-bolt transmission mounting face. The T-56 does not fit the Modified small-blocks or any of the big-blocks. If you want a T-56 to fit a Modular engine, that’s easy, since Ford started offering it in the production 2003 and 2004 Cobra.
The Tremec T-56 is rated at 450 ft-lbs of torque. It requires a cable-operated clutch set-up and it is longer than any other manual transmission in overall length, so a shorter driveshaft will be needed. The transmission mount is also further back than any other Ford transmission mount, so you’ll need to modify the crossmember or get a new one. It shares the 10-spline Ford-style input shaft with the T5. The output shaft is a 31-spline unit, so unless you are upgrading from a T5, you will need a new transmission yoke.
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The following is a list of 4-speeds for comparison against the T-56:
1966 4-speed Ford Syncromesh Borg-Warner T-10 Gear Ratios: First 2.36:1, Second 1.62:1, Third 1.20:1, and Fourth 1.00:1
1964-1973 4-speed Ford Top Loader – close ratio Gear Ratios: First 2.32:1, Second 1.69:1, Third 1.29:1, and Fourth 1.00:1
1964-1973 4-speed Ford Top Loader – wide ratio Gear Ratios: First 2.78:1, Second 1.93:1, Third 1.36:1, and Fourth 1.00:1
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Tremec Aftermarket T-56 for Fords Gear Ratios: First 2.97:1, Second 2.07:1, Third 1.43:1, Fourth 1.00:1, Fifth 0.80:1, Sixth 0.62:1, Reverse 3.28:1 Design Torque Rating: 450 ft-lbs
Keisler Automotive Engineering The T-56 offered by Keisler Automotive Engineering has a few different shifter locations, so depending on your application, you may be able to use the stock shifter location and your factory console. Keisler manufactures a unique shifter mounting location for the T-56, which allows it to be used with street rods, trucks, and cars with bench seats. This is a typical shortcoming of the T-56, but Keisler’s custom T-56 eliminates this problem completely. Keisler offers bolt-in kits that include all the parts necessary to bolt everything in, including the driveshaft for your specific application, wiring, and the crossmember. Even if the guys at Keisler don’t have a kit for your specific application, they may be able piece together a kit from the parts they already have in stock.
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D&D Performance The D&D Performance T-56 starts life as a Viper model transmission, rated at 550 ft-lbs of torque. To get that increased strength, the Viper T-56 has a larger input and output shaft than the Tremec aftermarket unit. While D&D has the transmission taken apart for blueprinting, it also gets upgraded shift forks and rings as well as some other modifications performed by D&D. D&D installs a custom mid-plate (front cover for end-loading), an output shaft modified to accept a mechanical gear-driven speedometer, and tailshaft housing modified to house the speedometer gear assembly. These upgraded units fit the same small-block applications as the Tremec aftermarket unit, and D&D offers them for bolting behind the Modular engines as well. The large 30-spline Viper output shaft requires a Viper driveshaft yoke.
D&D Viper conversion T-56 Gear Ratios: First 2.66:1, Second 1.78:1, Third 1.30:1, Fourth 1.00:1, Fifth 0.74:1, Sixth 0.50:1, Reverse 3.28:1 Design Torque Rating: 550 ft-lbs
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Previous | Next
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This has been a sample page from
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How to Build Ford Restomod Street Machines by Tony E. Huntimer
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This book Should be called "How to Build High Performance Fords!"
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This is one of the best books we've seen about building high performance Fords. It contains sections on upgrading brakes and suspension, improving chassis stiffness, engine choices and engine swaps, drivetrain choices including production and after market transmissions, electrical systems and even body modifications. It even has sections to help you find the right project car for as little money as possible and where to find the parts you need to complete your project. This is one of the best, if not the best book out there about building and modifying Fords for improved performance. Best of all, this book is not just about the Ford Mustang as many other Ford books are. Read the sample pages to learn more!
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Click below to view samples pages from each chapter
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Chap. 1 - Shocks & Sway Bars Chap. 2 - Front Suspension Chap. 3 - Rear Suspension Chap. 4 - Frames & Chassis Chap. 5 - Engine Swaps Chap. 6 - Transmissions Chap. 7 - Body & Glass Mods. Chap. 8 - Finding Parts
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8-1/2 x 11" Softbound. 144 pages Approximately 300 b/w photos Item: SA101 Price: $Discontinued
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Click here to buy now!
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The Ranchero and Torino Handling Manual 1972 to 1979
This 28 page booklet discusses improving the suspension and handling of the 1972 to 1979 Ranchero and 1972 to 1976 Torino. It also shows the construction and rear disc brake conversion of the 1972 project Ranchero. Modifications performed to the car are discussed in great detail, part numbers used are given, parts manufacturers and suppliers are listed, VIN number break down is discussed, and much more. This is a great book that any Ranchero or Torino owner will love! Read the sample pages to learn more!
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Price: $
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How to Paint Your Car on a Budget In How to Paint Your Car On A Budget, author Pat Ganahl unveils dozens of secrets that will help anyone paint their own car. From simple scuff-and-squirt jobs to full-on, door-jambs- and-everything paint jobs, Ganahl covers everything you need to know to get a great-looking coat of paint on your car and save lots of money in the process. This book covers painting equipment, the ins and outs of prep, masking, painting and sanding products and techniques, and real-world advice on how to budget wisely when painting your own car. It’s the most practical automotive painting book ever written!
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Price: $22.95 |
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Custom Painting Author Pat Ganahl uses 416 color photos to show you how to do a variety of custom painting applications and techniques. From stripes to scallops to flames, candies to pearls to ’flakes, fades to fogs to blends, this book has it all. With numerous examples demonstrating how various custom paint jobs are designed and applied, this book provides a vast wealth of insight and is intended to help you to make a more-informed choice among the many options for personalizing your vehicle with custom paint. Custom Painting not only tells, but also shows you how to apply these various looks with helpful how-to tips so that you can understand them and decide what to paint on your next special project.
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Price: $22.95 |
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