auto to manual conversion

back to the thread on the swap...transmission swap...
The Master cylinder is shared for brakes and clutch.
 
My uncle owns a metal shop, makes flywheel housings, alternator brackets, FLYWHEELS.. he specializes in custom flywheels for mustangs... if anyone is interested i can see what i can do
 
Yeah Motts, Ford wants way too much for their standard flywheel and a lightweight version would help.

Hey Noah, I have been in the part fiche for the lincolns and on torries site.
The LS uses a common reservoir for the hydraulic fluid, so we will need to get a new reservior and a clutch master cylinder. Still trying to get some info on the hose to the slave cylinder on the LS. If it nothing more than a flare or banjo fitting on both ends,I will just make up a SS Braided hose assembly for our cars, Any one interested in that?
 
JES_LS said:
Yeah Motts, Ford wants way too much for their standard flywheel and a lightweight version would help.

Hey Noah, I have been in the part fiche for the lincolns and on torries site.
The LS uses a common reservoir for the hydraulic fluid, so we will need to get a new reservior and a clutch master cylinder. Still trying to get some info on the hose to the slave cylinder on the LS. If it nothing more than a flare or banjo fitting on both ends,I will just make up a SS Braided hose assembly for our cars, Any one interested in that?
Click to expand...

Yeah a aftermarket light weight flywheel would be great.

I am defintiely in on the SS lines as well.
 
As soon as the cash flow allows, actually starting to turn the wrenches before the end of July, I want the LS back together and well shakened down before the family trip to florida this fall/early winter.

Why you wanna come to NJ and help wrench Lou?
 
Hey John, I will certainly come up if I can make it. Considering you guys are close to Philly and just a short drive to NY,NY I know it won't be too tough to get the wife behind making a trip. I have long wanted to NY City but would always love to see Philly again.

With all the historical attrationc plus Dave and Busters man who wouldn't want to be there. Summer break would be perfect becasue my 6 yr old son goes back to school mid august. So if there is any way I can make you can expect me there.
 
Is there any chance someone called tremec for like sized transmissions that could possibally have even 6sps? Just an idea as they would know how their product compares to a low end getrag.

I'm kind of surprized the getrag trases aren't super strong in these cars as getrag made the tranaxles that hold over 400-ft-lbs torque in the turbododge crowd.....
 
Hey eL eS....Be careful with an aluminum flywheel. I'm not sure you will be happy with one of those. These motors don't make enough bottom end torque. You would either need a very deep 1st gear trans, or you will suffer drivability problems. My 04 Cobra has one stock from the factory and even with the supercharged 4.6, it's BARELY adequate. When it's good and hot out here on Phoenix, it will tend to bog the car leaving from a light. A good steel wheel may be more suitable for this application.
 
by the way gang, I changed the oil yesterday on the ls and looked at the master cylinder reservoir, it has a nipple with a plug in it coming out hte bottom.
so It looks like I do not need to get a reservoir, just remove the plug and attact the hose to the clutch slave cylinder.

hey that will probably make annual brake fluid flushes easier.
 
I drove a civic a few days ago with an aluminum flywheel and in something as light as a civic its transparant, but a heavier car I could easily see driveability suffer significantly. At a drag strip an aluminum flywheel sure could make controlling wheelspin interesting.
 
so the moral of the story is do not send a paper tiger to do the job of an armored battle tank.

My gear head experience has strictly been limited to component replacement in order to repair a problem so this is very new stuff for me and sincerely appreciate the info.
 
Someday when I'm wealthy (yea...) I'll have my v6 LS that I want to give the full Pat treatment to. Just have to finish paying all my other toys off, and find a rich girl to marry :)

I'd love to help you guys figure it out, but with no funding or LS I can't, but I would be there pronto if I could.

Has anyone looked into the electrically shifted 6sp out of the jag/aston (cannot remmeber which) thats bolted to the 6.0 v12 which to me looked like a 3.0 modular motor streatched to 12 cyls, mainly judging by front cover and the heads.
 
Gee I just have to send my last street project off to a new home so there is room to thrash (and cash for small stuff).

Ebay is my home for the next few weeks.

As for the flywheel, I was not looking for a very light flywheel, just one with more centered mass. Aluminum flywheels with steel facing tend to way a little less than the factory, but the reduced moment of inertia is much greater.

wheelspin is not an issue then, the car will more likely bog if you try to let the clutch out to fast (we are not talking about an extreme overabundance of torque here).
 
JES_LS said:
Gee I just have to send my last street project off to a new home so there is room to thrash (and cash for small stuff).

Ebay is my home for the next few weeks.

As for the flywheel, I was not looking for a very light flywheel, just one with more centered mass. Aluminum flywheels with steel facing tend to way a little less than the factory, but the reduced moment of inertia is much greater.

wheelspin is not an issue then, the car will more likely bog if you try to let the clutch out to fast (we are not talking about an extreme overabundance of torque here).
Click to expand...

That is exactly correct JES. I used to NHRA class race in Stock Eliminator many years ago. You would not believe the amount of time and money we spent on finding just the right combination of flywheel, clutch, and transmission gear ratios. There was a TON of et to be had there. All this experimenting gave me the insight as to what would work on the street and what wouldn't....and why.

As to the tranny swap, I have done many, many auto to stick swaps and many carb to EFI swaps. It can ALL be done....but at what price? The first thing that is mandatory is a set of manuals. Both repair and wiring. You absolutely need factory manuals for accuracy and detail. If the factory offered the option on the car, your job is much easier. If not, you may end up making a lot of the parts yourself from scratch. Where the pedal assy was offered from the factory, that is a huge obstacle to overcome. That will take care of all your clutch actuation needs. Having the console for a stick that you can get from the factory is another huge plus. Now it's just a matter of finding the transmission you want to use and bolting it in. Many Tremac's will offer multiple mount points for the shifter. Driveline and exhaust work may need to be customized. The biggest obstacle that will be left is the ECM work. But with wiring diagrams and aftermarket tuners, I'll bet that's just a matter of time and effort. I think this will be a very worthwhile project.
 
What's the status on this swap? I came here looking for info on a V8/manual trans swap and found this thread. I'm also in S. Jersey and I'm always up for meeting other gear heads.

re: Al flywheel. If you find that its an issue you can also have a lightened steel FW made up. Although I have no experience with your engine, I do not suspect that an Al FW will be much of a problem. I'll be using one in a smaller displacement motor when I start my own swap in a month (3.2L)

Ian
93 SHO 5 speed
 
what do you think of swapping out a tranny in a 95 continental
im doing other mods to it but would love to get into manual somthing with a 5 speed
was thinking that a Sho TranMission Might Work From A Tarus SHO
what do you guys think
 
bigdog1279 said:
what do you think of swapping out a tranny in a 95 continental im doing other mods to it but would love to get into manual somthing with a 5 speed was thinking that a Sho TranMission Might Work From A Tarus SHO what do you guys think
Click to expand...
Probably not. IIRC, the only non-Mazda that shares the bolt pattern of the 3.0/3.2 SHO V6 is the old pushrod 4.0 V6 they used in the Ranger. Doing a transaxle swap isn't like a tranny swap; the bellhousing is an integral part of the transaxle case, so you can't go have a custom bellhousing made unless you're willing to shell out big bucks to a pro who can cut and weld and maintain the structural integrity of the unit.

You might be able to swap in the entire Yamahammer drivetrain from a '95; they made some changes to the suspension of the '95 to increase the parts compatibility with the Conti in preparation for the '96 Taurus. (One of the cheap and easy upgrades to the '95s was to buy the Conti parts to upgrade the brakes to the '96 SHO size.)
 
SoonerLS said:
Probably not. IIRC, the only non-Mazda that shares the bolt pattern of the 3.0/3.2 SHO V6 is the old pushrod 4.0 V6 they used in the Ranger. Doing a transaxle swap isn't like a tranny swap; the bellhousing is an integral part of the transaxle case, so you can't go have a custom bellhousing made unless you're willing to shell out big bucks to a pro who can cut and weld and maintain the structural integrity of the unit.

You might be able to swap in the entire Yamahammer drivetrain from a '95; they made some changes to the suspension of the '95 to increase the parts compatibility with the Conti in preparation for the '96 Taurus. (One of the cheap and easy upgrades to the '95s was to buy the Conti parts to upgrade the brakes to the '96 SHO size.)
Click to expand...

Not really-the 95 Taurus/Sable suspension was essentially the same as the first 1986 Taurus. In 1994, the front spindles were changed to accomodate a different brake caliper. This spindle is the same as the one on the 95 Conti. These spindles can be backdated to other model years and vice versa. Spring rates and sway bar diameters changed throughout the model years but these can all be swapped between 86-95. In 1996, the SHO recieved aluminum front spindles with an integrated ball joint, a new $$$ ZF steering rack, revised front LCA's and a different subframe. The manual SHO trans (which was dropped by the end of 1995) was esentially the same since 1989. There was a change in synchro material but that's it. The 3.2 was introduced in 1993 to work with Ford's auto trans but the 3.0 was still kept for manual duty. The 3.4 V8 was intro'd in 96 and the SHO was killed off by the end of 99.

Theoretically it's probably possible to put a SHO drivetrain in a FWD Conti but I think that you'd be hurting for low end torque in a 3900# car. The SHO transmission isn't exactly world class; I have a Quaife and a nice custom short throw. With the Quaife, I don't have to worry about the stock diff grenading not to mention that I now have an auto torque biasing diff. The short throw is a great improvement but the trans is still notchy and doesn't hold all that much power. For $6K, you can get a different gear set from www.shonutperformance.com but that's not in the cards for many people.

Of course if you dumped the Conti for an SHO with a cammed 3.2/5 speed, that's another story! :)

Ian
 
MTXSHO93 said:
What's the status on this swap? I came here looking for info on a V8/manual trans swap and found this thread. I'm also in S. Jersey and I'm always up for meeting other gear heads.

re: Al flywheel. If you find that its an issue you can also have a lightened steel FW made up. Although I have no experience with your engine, I do not suspect that an Al FW will be much of a problem. I'll be using one in a smaller displacement motor when I start my own swap in a month (3.2L)

Ian
93 SHO 5 speed
Click to expand...

I'm here to tell you that unless you have a very deep 1st gear tranny, you are going to hate life if you use an aluminum flywheel in a heavy car with no more torque than you will have. The car just won't drive away from a light. You are going to have to rev the engine and slip the clutch. Watch Cup cars leave the pits on super speedways. They are geared tall and use light clutches and flywheels. They have a heck of a time leaving without killing the engine. Same principle. But they need the lighter reciprocating components to make every available horsepower to the wheels...not spinning a clutch and flywheel. It also gives them better control into a corner if necessary.
 
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