Manual Transaxle conversion

[352Ford]

Has anyone actually converted their V8 SHO to a manual transaxle?

From what I have read on the interweb the bellhousing is a duratec, so one of the manuals from a duratec cougar, contour, focus, etc. should fit, right?

Any issues with using the cougar, contour, etc. pilot bearings (i.e. crank is not machined for one), TO bearing or flywheel (different engine in-balance).

What are guys doing for transaxles that are making big power (400-600HP range) with sticky tires? I am assuming the bare minimum you are going to need some aftermarket parts other than just a limited slip diff to make it live for any considerable amount of time.

Anything else I am forgetting like input shaft length, input shaft centerline to crankshaft centerline issues?


Thanks!

 

[NebraskaSHO]

Search for a thread titled "V8 Bellhousing questions"

 

[Brett]

I believe theres two manual swapped v8 SHOs. Speaking of which, i had never heard of them or seen pictures of them until the pics of the convention from this year went up. Was there ever a build thread or write up?

 

[Mr Anonymous]

As mentioned, there are currently two known complete running MTX V8 SHO's.

Scott's in OH uses a Mazda 6 tranny, Ryan's in IL uses a SHO MTX-IV.

While the bellhousing bolt pattern is the same as a Duratec, there is a problem with the length of the input shaft and the proximity of the P/S axle to the oil pan.

Both cars were one-offs engineered and built by the owners. Although both resulted in an MTX V8 SHO, they both took very different approaches in a number of areas. While I believe both are planning on doing write-ups at some point, I suspect it's something that they'll get to when they have free time, which I know neither of them has a lot of right now.

If you really want to see a step-by-step guide, you'll probably have to wait a while. Of course if you can't wait, get a welder, a good machinist, a healthy parts budget, an understanding spouse, and have at it!

 

[venom]

Been there - done that

Has anyone actually converted their V8 SHO to a manual transaxle?

From what I have read on the interweb the bellhousing is a duratec, so one of the manuals from a duratec cougar, contour, focus, etc. should fit, right?

Any issues with using the cougar, contour, etc. pilot bearings (i.e. crank is not machined for one), TO bearing or flywheel (different engine in-balance).

What are guys doing for transaxles that are making big power (400-600HP range) with sticky tires? I am assuming the bare minimum you are going to need some aftermarket parts other than just a limited slip diff to make it live for any considerable amount of time.

Anything else I am forgetting like input shaft length, input shaft centerline to crankshaft centerline issues?


Thanks!

I did this.

Which transaxles fit. Fit is a non descriptive word.... The amish fit square pegs in round holes as an example.

Most of the concerns you have are not concerns.

1) No pilot bearing required for any of these MTX units.

2) V8 SHO's have a zero balance flywheel as do the other Duratec's Keep the transmission with the flywheel and you are golden, keep the flywheel bolts with the flywheel as well.

I have answered more detailed info in the thread referenced above. If I were to start over again I would use the exact same tranny from the Mazda 6s (A65M-R). Unless I could get my hands on the 6 speed out of Europe....

I still intend to do a write-up...

 

[352Ford]

Thanks guys that’s the sort of information I was looking for.

Couple questions, so if there is no input shaft bearing, then that means the wear surface is the crank and/or the input shaft; that is quite troubling. Is this how all duratec engines are set up? Are people having problems with it? That just doesn’t seem right…


What are the guys that are making a good amount of power with sticky tires doing to make the MTX75 or A65M-R transmissions live?

Thanks

 

[venom]

Thanks guys that’s the sort of information I was looking for.

Couple questions, so if there is no input shaft bearing, then that means the wear surface is the crank and/or the input shaft; that is quite troubling. Is this how all duratec engines are set up? Are people having problems with it? That just doesn’t seem right…


What are the guys that are making a good amount of power with sticky tires doing to make the MTX75 or A65M-R transmissions live?

Thanks

Input shaft bearings are in the transaxles. Pilot bearings are normally installed int he crankshaft. Neither the MTX-75 or A65M-R require pilot bearings and the input shaft hoovers. The OEM's are doing fine with this setup so I didn't question it.

The MTX-75's real issue with potential installation in the SHO is the length of the tranny. Yes it can be done but a huge chunk of drivers framerail (ahead of the strut tower) would need to go bye bye. The ultimate source for a built MTX-75 is Terry Haines (in Michigan I believe) but they are in my opinion too weak a tranny for a Taurus that is a little heavier than the contour, and will likely have more torque pumped into it. The one glaring thing the MTX 75 has going for it is a "cheap" LSD (Quaife or Torsen for about $700).

The A65M-R's strenghts as I went with them; the ratios are a tad taller, the MTX-75 is a tad short IMO, the A65M-R is more current so parts will hopefully be avaialable longer. And the big one for me is that the case is shorter and just barely fits between the framerails if the Motor is moved over a little further. And I haven't gone this route but there is a clutch type LSD available for it.

The other threads have more details.

http://www.shoforum.com/showthread.php?t=79481
and
http://www.shoforum.com/showthread.php?t=52955