Driveshaft Measurement
All of Keisler's Perfect Fit kits come with a driveshaft. Unfortunately, they are unable to predict the future, so they require you to measure your specific combination. Not every '66 Mustang is the same, and most don't have their original rearends. You may remember the story we did on the Currie-built Chassisworks 9-inch that went into our Mustang. It has a different yoke than the original, so that needs to be taken into account. Keisler has specific directions for taking this measurement so they know how to build the driveshaft. They asked that we measure from the machined aluminum face of the transmission, to the flat edge of the rear end yoke. They also give a set of dimensions so you can determine your U-joint type. We came up with 52 inches using a 1330 U-joint. Just remember, measure twice and order once!
PROJECT STREET FIGHTER
THE COST SO FAR |
| DESCRIPTION: | PHR ISSUE: | COST: |
| The car | $3,800.00 |
| Battery replacement and relocation | November 2008 | $299.00 |
| Radiator and fans | December 2008 | $1,398.12 |
| Spindles, front brakes, wheels and tires | January 2009 | $3,067.04 |
| Trunk rehab and tool box | February 2009 | $40.48 |
| Rack-and-pinion steering, column, and wheel | April 2009 | $3,012.00 |
| 9-inch rear and brakes | May 2009 | $4,631.02 |
| Rear suspension | June 2009 | $2,918.00 |
| Front suspension | July 2009 | $3,034.00 |
| Engine bay cleanup w/ engine sale | August 2009 | -$394.75 |
| Smeding 427 Windsor | September 2009 | $9,995.00 |
| Keisler five-speed swap | October 2009 | $4,181.55 |
| Total: | $35,981.46 |
WHERE THE
MONEY WENT |
T45-RS 425 Perfect Fit Kit
for Classic Mustangs
T45-RS transmission
Transmission crossmember
Transmission mount
Pilot bearing
Driveshaft
Speedometer cable and assembly hardware | $2,399.00 |
Automatic Conversion Update Kit
Aluminum bellhousing
SFI-approved steel flywheel
Hydraulic throw-out bearing
Keisler Pro Touring dual-friction clutch
and diaphragm pressure plate
Clutch alignment tool
Wilwood clutch master cylinder
Fluid reservoir
Stainless steel hydraulic line
Keisler five-speed knob and boot
Clutch pedalHardware | $1,782.55 |
| Total: | $4,181.55 |
This is the whole hydraulic...
This is the whole hydraulic assembly installed. In other installations, D&P has tapped into the brake master to also serve as the clutch master's reservoir. We might be doing that in the future for a cleaner look. Just make sure you are using DOT 4 brake fluid.
The Keisler crossmember uses...
The Keisler crossmember uses the two original mounting holes, along with two extra holes outside of them. We marked and drilled from both sides to make sure all the holes lined up.
Now it's time to place the...
Now it's time to place the engine in. We got a couple extra bodies from D&P to join in to help convince the engine into place.
We used Chassisworks motor...
We used Chassisworks motor mounts and frame brackets to adapt the two. The bushing side bolts onto the engine while the frame side pieces are lightly bolted in until the main bolt connects the two through the bushing.
Normally, you'd think the...
Normally, you'd think the bellhousing bolts to the engine then the transmission goes in, but not in this case. Because we're using a hard hydraulic line from the throw-out bearing, it needs to be installed through the bellhousing before being put under the car. In this step we tightened the hydraulic line and bolted the transmission to the bellhousing using blue Loctite, and torqued between 25 and 30 lb-ft.
Here we hoist the transmission...
Here we hoist the transmission under the car using a transmission jack. If you don't have one, borrow one; it's extremely helpful. As we jack the transmission into place, we cut the shifter opening as the template indicated. Everything happened pretty fast in this step; the transmission input shaft fell right into the pilot bearing and we tightened all of the engine-to-bellhousing bolts. You may have to remove the shifter to gain clearance for this step.
After we bolted the crossmember...
After we bolted the crossmember back in and hooked up the hydraulic line to the master cylinder, we were ready to bleed the line. Mike slipped the wrench over the bleeder and a tube over the nipple to catch the fluid while I performed clutch-pump duties. It took no time at all to have excellent pedal pressure. Before we lowered the car, we filled the transmission with the recommended 3.5 quarts of Dexron III/Mercon ATF.
Here's the shifter kindly...
Here's the shifter kindly peeking through the stock shifter hole. Now is a great time to drill holes for the shifter boot so it'll be easy to install with the carpet down.
No more wide brake pedal!...
No more wide brake pedal! Here the Keisler-supplied shifter and boot look right at home. All we need is a gas pedal and it will be complete.