Here's an ongoing project loyal Custom Classic Trucks readers might remember. In the June '05 issue, former feature editor (now Kit Car magazine editor) D. Brian Smith debuted a '34 Ford roadster pickup dream truck featuring a specially constructed cab based on a '34 roadster body from Real Steel Inc. (a division of Steve's Auto Restorations) in Portland, Oregon. For the frame, D. Brian's '34 features an SAC Hot Rod Products fully boxed and custom '33/'34 chassis built just a few miles from our editorial offices in Orange, California.
It's been over a year since the story ran, so we figured we better have D. Brian bring us up to date before we end up leaving a trail of uncompleted '34 Ford roadster pickups scattered across the country.
The next step in line for D. Brian's '34 is the powertrain. For the engine, Mr. Smith scored a Smeding Performance 427 stroker engine derived from a Ford 351 Windsor block topped with Hilborn EFI. To back it up, D. Brian scored again with a Tremec TKO600 five-speed manual transmission. He lined up McLeod components to match the engine with the trans, then snatched fasteners from ARP and Dark Horse Performance.
For those of you who don't happen to have this particular engine and transmission combination ready to mate up but are interested in the basics for other engine-stick tranny applications, don't worry-this procedure is pretty generic across the board.
Here is the Hilborn EFI-equipped...
Here is the Hilborn EFI-equipped Smeding Performance 427-inch Ford stroker motor, McLeod engine plate, clutch, pressure plate, scattershield, hydraulic throwout bearing, and Tremec TKO600 five-speed manual transmission.
As per the McLeod instructions,...
As per the McLeod instructions, we had to drill out four holes on the Tremec TKO600 aluminum transmission case that attach it to the McLeod scattershield from a 7/16-inch inside diameter to a healthier 1/2 inch to allow for larger bolts. This was done by the experts at Auto Power Machine, Electric & Repair Service in Oceanside, California. Keith Stover drilled out the four holes while Kevin Payne held the transmission steady.
With the transmission modifications...
With the transmission modifications out of the way, we were ready to install the throwout bearing. After applying white grease to the throwout bearing's outer race, we used a 1 1/8-inch socket and gently tapped the Dark Horse Performance Ford Racing pilot bearing into the crankshaft's pilot bushing hole.
Mark greased the dowel pins...
Mark greased the dowel pins per the McLeod scattershield installation instructions so the McLeod engine plate would slide into position on the back of the Smeding Performance 427 Ford stroker motor with ease.
We applied Loctite to the...
We applied Loctite to the threads...
...before torquing the Grade...
...before torquing the Grade 8 engine plate bolts to 25 lb-ft.
After applying Loctite to...
After applying Loctite to each of the six Grade 8 bolts, the flywheel (with its three locating dowels pressed into place) was hand-tightened to the crankshaft's rear.
To center the McLeod clutch...
To center the McLeod clutch plate for installation, we used a 26-spline clutch pilot shaft.
The next step was to press...
The next step was to press the 10.5-inch pressure plate over the clutch locating onto the flywheel dowel pins, then torque the retaining bolts to the specified 25 lb-ft.
After extracting the clutch...
After extracting the clutch pilot shaft tool, the next step was to set up the clutch hydraulics.
To take the necessary measurements...
To take the necessary measurements for installing the McLeod hydraulic throwout bearing on the Tremec TKO600's input shaft, the McLeod bellhousing was tightened flush against the rear engine plate.
From here we needed to establish...
From here we needed to establish the distance from the tips of the clutch fingers to the bellhousing's outer face. The distance was 3.75 inches.
To establish the correct preload...
To establish the correct preload on the McLeod hydraulic throwout bearing, there is an adjustment sleeve we unscrewed to remove.
McLeod specified to smear...
McLeod specified to smear DOT 3 brake fluid onto the adjustment sleeve to lubricate the sleeve's O-rings.
With the chamfered edge toward...
With the chamfered edge toward the transmission, we slid the throwout bearing's adjustment sleeve onto the Tremec's input shaft.
Measuring from the face of...
Measuring from the face of the transmission to the face of the throwout bearing, we arrived at 2.812. According to McLeod's specs, the throwout bearing's position was out of tolerance. We needed a .700-inch spacer to bring it within spec.
Once we had achieved the specified...
Once we had achieved the specified allowable tolerances, the bellhousing was installed for the final time.
Never in a fit of anger beat...
Never in a fit of anger beat on your transmission with a hammer-you might break some expensive parts.
Without allowing the transmission's...
Without allowing the transmission's weight to bear on the clutch disc, we carefully shoved the transmission into place, then immediately screwed the mounting bolts in and torqued them down. Failure to observe this last step can result in a warped clutch disc, and guess what? You will have to start all over again.