Although I am deep into a body resto, I am planning in my head and on paper the V8 conversion on my "73 TR6. To maintain the shifter position, I find 50" from the rear of the steering rack to the original shifter. Many Ford 5.0 conversions use setback etc. for clearance to the rack, but seem to result in shifter relocation. It appears that an aftermarket crank damper with a gilmer belt drive from a "drive hub" would allow the "drive hub" to clear the rack and reduce engine setback. Hmm? Also, the T5 from a Ford doesn't allow shifter relocation, but the Tremec 3550 does, and so do the TKO trans, although very pricey. And, lastly, has anyone looked at the Ford IRS diff from the Explorer? Is it an 8.8? If so, it is very common and would have many choices for ratio's and limited slips.
Thanks,
Dennis
Hi Dennis,
Wow!! I measured from my steering rack to my shifter and came up with 58 1/4" ...but also using the loooong beasty T56 in my conversion. I might be able to loose 4" from a special shifter. The front of my crank pully is about 1/2" away from the t shirt looking piece under steering shaft U-joint on the rack. I used Corvette pully setup on the ls1 engine... which brings all pullys closer to the block about 1" or so. With this setup I was able to use the stock cross member at the tranny with no modifications at all.
I think (BlownMGB-V8) in the forum of "MGB section with the 340 upgrade" has been looking at the Explorer IRS. May want to look at the post.
(Another TR6) nice to see you here.
Calvin
Les Shockey has a very detailed How To: http://www.britishv8.org/Articles/TR6-Tremec-5-Speed.htm
Get it out of your head and in the TR, you will be surprised how she come to life!
(notice the 5.0 on the front fender)
Drive Safe, but drive it!
heartwood06-14.jpg
Thanks to Don and Calvin for the replies. I am still doing detective work
while the body work is underway. As I get seriously into it, I'll post info.
Thanks again,
-Dennis