Monday, January 12, 2015
New adapters....
T5-4954F
I have had some requests over the last several months to come up with an adapter for the '94-'96 s-10 T5 that uses the Ford bolt pattern to a '49-'54 passenger bellhousing. The Ford bolt pattern lends itself particularly well in this application and this adapter provides a great solution for a much more readily available version of the T5. Even though they share the same bolt pattern, the S-10 version has a small diameter register on the bearing retainer than that of the Ford Mustang T5, not to mention the shifter locations are different. However, if needed, we certainly can make one for use with the Ford T5.
T5-9495R
A somewhat unusual request but easy enough to complete was this adapter for a Ford bolt pattern to the V8 Camaro slanted bellhousing. The customer needed to use the Camaro bellhousing it his particular application due to the location of the slave cylinder but had a '94-'96 S-10 T5 that he wanted to use. The transmission bolt pattern on the V8 Camaro bellhousings were rotated for space contraints and the '94-'96 S-10 T5's used the Ford pattern. This adapter could be easily made to use a Mustang T5 if needed.
I have had some requests over the last several months to come up with an adapter for the '94-'96 s-10 T5 that uses the Ford bolt pattern to a '49-'54 passenger bellhousing. The Ford bolt pattern lends itself particularly well in this application and this adapter provides a great solution for a much more readily available version of the T5. Even though they share the same bolt pattern, the S-10 version has a small diameter register on the bearing retainer than that of the Ford Mustang T5, not to mention the shifter locations are different. However, if needed, we certainly can make one for use with the Ford T5.
T5-9495R
A somewhat unusual request but easy enough to complete was this adapter for a Ford bolt pattern to the V8 Camaro slanted bellhousing. The customer needed to use the Camaro bellhousing it his particular application due to the location of the slave cylinder but had a '94-'96 S-10 T5 that he wanted to use. The transmission bolt pattern on the V8 Camaro bellhousings were rotated for space contraints and the '94-'96 S-10 T5's used the Ford pattern. This adapter could be easily made to use a Mustang T5 if needed.
Friday, December 19, 2014
A little something to hold you over....
A good friend of ours just sent over this picture of the progress of his current project. When I first saw this thing after he drug it home last year from a field in northeast Ohio, I couldn't believe that it would ever be on the road again. It sat outside for the last 20 some years and truly, the only parts that weren't completed rusted away were the top of the doors and convertible top bits and pieces. After several donor cars and a heck of a lot of work, it's getting close....
Here is how it started....
Sunday, November 16, 2014
Cost reductions!
We like to pass the savings onto to you when ever we can....
Through the US Postal Service, we have managed to find a cheaper way to ship adapters. For all US orders, shipping of adapters will be a flat $6.10 and will be charged at check out. For international orders, actually shipping will be calculated and it would be best to contact us before ordering.
Through the US Postal Service, we have managed to find a cheaper way to ship adapters. For all US orders, shipping of adapters will be a flat $6.10 and will be charged at check out. For international orders, actually shipping will be calculated and it would be best to contact us before ordering.
Massey Ferguson 202....
Since winter seems to be approaching rapidly, my personal projects have been placed on hold. So, unfortunately, this means that the Nash is getting shoved back into the corner. I did, however, manage to get the 5.3l set down in and bolted up. Surprisingly, the engine and transmission mounts lined up nicely and everything bolted together.
So now, my focus has shifted to fixing my tractor so that I can plow the driveway when it finally starts snowing. Last year, when it was really cold, I heard a "pop" while trying to start it. After that, the 3 point proceeded to work less and less efficiently until the point that it stopped working altogether. So, the other day, I finally had some time to dig into it.
What I found was quite amazing. First off, the hydraulic oil was basically water. Literally there was so much water in the oil, very little oil was left. Because of this, the pump must have froze solid and when I went to start it, it broke in half...
Since this this is all apart anyways, I figure now is a good time to start fixing everything that is wrong with it. Besides the hydraulics, the wiring is absolutely atrocious. It's amazing that this thing didn't burn to the ground. There are bare wires without insulation and cut power wires just lying everywhere. But, in order to get to everything, all of the sheet metal has to come off...
At least I am not too surprised with the issues that have surfaced. Guess this is the kind of equipment that you get when you spend very little at a farm equipment auction...
Thursday, October 23, 2014
Wow...its kinda been a while....
What can I say, things have been crazy around here....but it's starting to get back to normal.
So, over the last couple of weeks, I did manage to find some time to work on the 5.3 swap project. As I have said in earlier posts, I am planning to use an early 700R4 transmission instead of the 4L60E that was behind it originally. There are several reasons for this, but mainly because the stock trans was a 4x4 application and I wasn't ready to tackle a computer controlled engine and a computer controlled transmission. One thing at a time...right?
When GM brought out the LS platform of engines, they decided to change the flexplates and torque converters slightly. This is really no big deal, you just have to know what you are looking at. The easiest change to spot is the torque converter bolt pattern. The newer transmissions have a slightly larger bolt pattern than the older ones do. To address this, most people just file out the holes and make them egg-shaped.
However, if you find an early 5.3 flexplate, both bolt patterns are there. I have to say that was a very pleasant surprise...
The other main change is that the 5.3 torque converters have a long snout to fit into the back of the crank. The older ones do not and you will have to run some type of spacer/adapter. I got mine from Summit Racing here.... Hughes Flexplate Adapter...part number HUP-HP3795. It slips right in the back of the crank and is now ready for the 700R4...
To get the 700R4 ready so you do not have to run a computer, there is a little bit of re-wiring that needs to be done. Other that having an overdrive, the main benefit of the 700R4 is that it has a lock up converter. The wires that run under the filter go to the solenoid that controls the lock up and the three connectors are for the pressure switches that originally sent the signals to the controller. The switch with the yellow terminals is for the 4/3 downshift so that the converter will disengage lockup while downshifting. The switch with a single wire is plumbed in the pressure port of 4th gear and this really is the only one that we are concerned with.
When the transmission shifts into overdrive (4th gear), we want it to then lock up the converter. So, when there is pressure, the switch will make contact and ground itself to the valve body. You can take one of the solniold wires and run it to this switch. The other wire, you will have to run a constant 12 volts to. This by far is the simplest way of doing this...you can make it much more complicated by tying back into the brake switch and a vacuum switch but this method works great. Here is a really good link that explains this in great detail:
700R4 Lockup Wiring Made Simple
Now comes the fun part...the engine harness. When you look at the bundle of wires originally coming from the ECU, just know that about half of them are not needed and will eventually be pulled out. More on this to come....I promise. It is not as bad as it initially looks.
So, over the last couple of weeks, I did manage to find some time to work on the 5.3 swap project. As I have said in earlier posts, I am planning to use an early 700R4 transmission instead of the 4L60E that was behind it originally. There are several reasons for this, but mainly because the stock trans was a 4x4 application and I wasn't ready to tackle a computer controlled engine and a computer controlled transmission. One thing at a time...right?
When GM brought out the LS platform of engines, they decided to change the flexplates and torque converters slightly. This is really no big deal, you just have to know what you are looking at. The easiest change to spot is the torque converter bolt pattern. The newer transmissions have a slightly larger bolt pattern than the older ones do. To address this, most people just file out the holes and make them egg-shaped.
However, if you find an early 5.3 flexplate, both bolt patterns are there. I have to say that was a very pleasant surprise...
The other main change is that the 5.3 torque converters have a long snout to fit into the back of the crank. The older ones do not and you will have to run some type of spacer/adapter. I got mine from Summit Racing here.... Hughes Flexplate Adapter...part number HUP-HP3795. It slips right in the back of the crank and is now ready for the 700R4...
To get the 700R4 ready so you do not have to run a computer, there is a little bit of re-wiring that needs to be done. Other that having an overdrive, the main benefit of the 700R4 is that it has a lock up converter. The wires that run under the filter go to the solenoid that controls the lock up and the three connectors are for the pressure switches that originally sent the signals to the controller. The switch with the yellow terminals is for the 4/3 downshift so that the converter will disengage lockup while downshifting. The switch with a single wire is plumbed in the pressure port of 4th gear and this really is the only one that we are concerned with.
When the transmission shifts into overdrive (4th gear), we want it to then lock up the converter. So, when there is pressure, the switch will make contact and ground itself to the valve body. You can take one of the solniold wires and run it to this switch. The other wire, you will have to run a constant 12 volts to. This by far is the simplest way of doing this...you can make it much more complicated by tying back into the brake switch and a vacuum switch but this method works great. Here is a really good link that explains this in great detail:
700R4 Lockup Wiring Made Simple
Now comes the fun part...the engine harness. When you look at the bundle of wires originally coming from the ECU, just know that about half of them are not needed and will eventually be pulled out. More on this to come....I promise. It is not as bad as it initially looks.
Thursday, September 18, 2014
Coats 40/40 project....
About a year ago, we acquired this 40/40 tire machine and I had the brilliant idea to tear it all apart and paint it up to make it look pretty for the shop. Well, what happened was that it sat apart for almost the entire time and changed only one tire. In the meantime, we came across a newer rim clamp machine that is fully functional and needs absolutely nothing, so now.....this thing has to go because it is in the way.
If anyone is in need of a freshly painted, mostly functional tire machine, let me know....
By the way, the new machine will not be getting a paint job....It's scratched up, dirty look is just perfect....
If anyone is in need of a freshly painted, mostly functional tire machine, let me know....
By the way, the new machine will not be getting a paint job....It's scratched up, dirty look is just perfect....
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