transmission fustration

wiking · Mar 29, 2006

hey guys!
As my projekt with a v-8 swap is comming along just fine, I have a stupid, but quite important, problem left: the transmission.
I have the original tranny for the v-6. It will not be able to handle the 302, so I have to come up with another solution.
Since v-8 engines are quite uncommon here in scandinavia, it is virtualy impossible to find a toploader or a t-5.
So the question to you guys is: Is there any way to rebuild the original RAD to handle the brute power of my v-8? Is there any other trannys you know of that will fit?
Please help me with a solution or some ideas, the spring is on it`s way and I want to get "roadborn" so badly!

cobra_2_76 · Mar 30, 2006

The T-5 would be the easiest to fit. The toploader second, requiring fitting the old style rod shifter.

How about an automatic C-4?

You could put the V-6 RAD trans in and just be REAL careful.

LILCBRA · Mar 30, 2006

The toploader won't work for you too easily. I tried it a few years back. To fit the linkage rods, you need to hack the tranny tunnel to give enough clearance. Then, it depends on the bellhousing you choose. As far as original toploader bellhousings, you would need to fabricate some way of clutch engagement. They were fitted with the rod and lever style, which push the clutch, and the IIs and later use a cable, which pulls. My suggestion would be if you really want a stick-shift car, find a T5. They aren't too hard to fab into the II. If you don't really have a preference, try to find a C4 as they pretty much bolt right in if you have all the correct hardware. Good luck with your choices!!

wiking · Apr 2, 2006

but were the manual tranny located behind the v-6 the same as the manual tranny behind the v-8 in the 77' and the 78' models? or was that a different one? My thought here is that if a stronger version of the RAD was behind the v-8, it must be possible to get stronger parts for it, right? Or was the increasement in torq not enough for Ford to build a stronger model?

LILCBRA · Apr 2, 2006

As far as the v6 compared to v8 RADs, I don't know. I am pretty sure, however, that if you can find a RAD from an early Fox Mustang, they are pretty much the same. I don't know about shifter location or anything of that nature. I aquired one from an SVO turbo 4, and they were the same length as the v8 II RAD, but the tail housing had to be changed, as well as a new pilot bearing fabricated due to the later unit having a smaller pilot diameter. I hope this helps.....

wiking · Apr 2, 2006

it does help! This gives me a little hopefor my mental health. I didn't think about making a tailored pilot bearing. And the shifter location is quite easy to change and an adapter plate can be made in order to make the bellhouse fit.
Next step will be to look around for european heavy-metal transmissions and meassure inputshafts . Volvo and Toyota makes some quite solid ones for their turbo applications. Can you think of anything else I should consider if i use this solutions?

Wart · Apr 2, 2006

You really don't want a V-6 RAD, if only because first gear is more suitable for stump pulling and the gear spread (ratios) ... stink.

I like my wide ratio top loader ('67 RUG). Tunnel clearance is a problem but only a slight problem with the engine left in stock position. The 3-4 shift lever is real ... close ... to the pan seam.

Either the shift handle can be relocated, or the entire shifter relocated. I've done it both ways, each has it's advantages.

The hydraulic clutch wasn't a problem. Mounting the master is a little convoluted but fits next to the factory brake booster, the slave only needs a bracket and fork modified. After having a hydraulic I think I couldn't take a cable again.

Only real drawback to the RUG is it has a 1:1 top gear, with 13" tires and 3.00:1 gears the engine turns too many revs.

Oh yeah, almost forgot the other drawback: These days RUGs are damned expensive. I got mine for $50. Included the bell, flywheel, trans, shifter with linkage, and the drive shaft. At the time there were 4 listed in the paper for between $50 and $75. Figure how long ago that must have been.

Wart · Apr 2, 2006

wiking said:
Next step will be to look around for european heavy-metal transmissions and meassure inputshafts . Volvo and Toyota makes some quite solid ones for their turbo applications. Can you think of anything else I should consider if i use this solutions?

Multiple spares.

wiking · Apr 3, 2006

yeah, multiple spares,
Unfortunately I don't have any other solutions, at least non affordable. I simply can't afford to have something better shipped over from you guys. That would cost me more than the car is worth.
so what the h..., I might as well give it a try. It'll cost me a big smile to get one of those trannys from the junkyard, and some work to make it fit. It just might be worth a try.

Dano78 · Apr 5, 2006

From what I've seen, all the RADs, internally are the same. The V6 RADs input shaft, I believe, is different from a V8's input shaft. I don't remnember a 4 cyl RAD too well, but it may have had the same input shaft as the V6 RAD.

Rather that a RUG (Toploader) would a Borg Warner T-10 fit the bill? They are certainly better than an RAD and are cheaper than the Toploader. A thought...

You'll probably find that a WC (world Class) T-5 is the only way to go and is really cost effective in the long run if you want to continue rowing gears. Decent used WC T-5s can be had as cheap as $200 these days thanks to the wealth of Fox Mustangs entering the yards now. Just steer clear of the non-WC T-5s and you'll be fine.

And don't rule out the C4. Advancements in design and aftermarket parts have made it an extremely sout tranny, replacing the C6 and making the powerglide obsolete in racing applications.

transmission fustration

wiking

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cobra_2_76

LILCBRA

I wish I didn't have all of these balls in the air

wiking

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LILCBRA

I wish I didn't have all of these balls in the air

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Wart

I'm Mad as HELL and I'M not Gonna Take it ANYMORE!

Wart

I'm Mad as HELL and I'M not Gonna Take it ANYMORE!

wiking

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