Modified Mustangs & FordsHow To Tech Qa
Garage Q&A, Tech Answers - August 2014
Keep Those Classic Ford and Mustang Tech Questions Coming!
Q. My project is with a CJ-5 that I’m installing an ’88 5.0L HO engine. It has a big bell housing with a 50-ounce, 164-teeth flywheel. It has a T-98 with a 11⁄8-inch input shaft. I can’t find a clutch set that goes in that input shaft since most ford are 11⁄16-inch. Is there a Ford that has an 11-inch, 10-spline clutch disc with 11⁄8-inch input?
Bronx, New York
A. The Ford V-8 conversion for the older CJ-5s is getting more popular, since they never put an AMC V-8 in front of the T-98 transmission that I am aware of. For those unfamiliar, the T-98 and T-98A four-speed transmission was introduced in 1948 (the latter version having helically cut gears) and was used in big Ford trucks from ’48-’64, International Harvester trucks, Kaiser Jeep military trucks in the late ’60s, REO/White, and other industrial trucks, and could be ordered for civilian versions of the CJ up through ’72. The T-18 and T-19 BW transmissions share most of the technology with different innards and was used up through the ’90s. It was a good, robust, great working transmission, easy to rebuild and takes a pounding, and is still has a good source of parts both original and aftermarket. GM and Ford V-8’s have been the normal upgrade for CJ owners for some time.
My first question for you would be to double-check your input shaft. It should be the smaller 15-/16-inch input shaft, not the 11⁄8-inch shaft. That version was used in the M715/M725 trucks only. Yours should have been mated to a Dana Spicer 18 transfer case and should be the smaller bore input shaft.
Either way, my recommendation would not be to go find a 11⁄8-inch clutch setup. The T-18 is an upgraded version of the original T-98, and they did make a 11⁄16-inch input shaft for use behind Ford applications. Advanced Adapters in California sells a conversion kit to install a Ford 11⁄16-inch shaft into your older T-98. It also comes with an adapter plate to mount your bellhousing to the T-98/-18 case. Then, all you need is to go get a Ford clutch setup and you’re done. The part number is 712514-T98 and the phone number is (800) 350-2223 or you can check them out online at www.advanceadapters.com. Good luck with the CJ.
Q. I own a ’74 Ford LTD four-door fullsize car that I’m fixing up and need my rear framerails replaced. I would like to know if I can use ’74-’76 Ford Torino rear framerails on my car?
A. I don’t think the Tornio frames will work. I believe the shape of them is slightly smaller than the fullsized car. However, you have a full decade of cars to look at to find some rails to graft into your car.
The platform for your ’74 LTD ran from 1969 to 1978, and was used not only on the LTD but the Ford Galaxie, Custom, Country Squire, and Mercury Marquis, Monterey, and Colony Park. There should still be some solid donor cars out there; they sold more than 7 million units. Any of those models should yield some pieces to graft in.
Q. I have a ’68 Torino 390 GT automatic, Holley 650 carb, Mallory ignition, and Hooker Super Comp headers. I just had the carb rebuilt, and the distributor is new. I pull the vacuum off of the distributor and time the car no problems, but when I hook the vacuum back up to the distributor, it’s revving to 1,300 rpm and advancing like crazy. I tried putting a stock distributor in it, and it does the same thing. I don’t know what cam is in the car (I bought it this way); could the cam be causing this motor to jump like crazy? Help!
A. You’ll kick yourself when I tell you this. Sounds like you’re running the distributor on full manifold vacuum rather than ported carburetor vacuum. Your Holley should have a port for both, and different motors and setups will use one or the other. To make matters worse, in 1968, Ford used a vacuum tree located on the thermostat housing that when used properly, actually changed the type of vacuum used from carburetor to full manifold vacuum at the high end of the temperature of the coolant. It allowed the motor to be advanced and reduce emissions at high temperature.
My guess is that you probably don’t have the vacuum tree anymore (they usually get pitched the first time someone changes the thermostat) and someone has plugged all the vacuum ports together, which means they’ve connected the distributor, carb, and manifold vacuums all together. You’ll want to isolate the distributor and carb-ported vacuum away from the rest of the manifold vacuum. If you do still have the manifold tree, make sure it is hooked up properly: the very top port connects to the carburetor, the middle port connects to the distributor and the bottom port hooks to intake manifold vacuum. If you get those backwards that will cause you the same problems. If that’s all hooked up correctly then maybe your vacuum control valve needs replaced. Finally, make sure you’re hooked into the carburetor ported vacuum point on your Holley. One of those solutions should help you get your motor up and timed. Good luck with the Torino.
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