question on using an SHO in RWD application(aerostar bellhousing)

[wicked93gs]

well, heres the deal, I want to use an SHO in RWD configuration...using an aerostar bellhousing...I have a couple questions I was hoping someone could help me with though..

1.will I be able to bolt up a stock SHO or aerostar starter?
2. I hear you need an adapter plate on the other side of the bellhousing for a T-5...is this true?
3. What should I do about a pilot bearing? do I need one?

I am actually not going to be using a T5...I am going to use a T4 toploader so I never have to worry about the tranny again

anyway, any help on this subject is appreciated

 

[SuperchargedSHOguy]

well, heres the deal, I want to use an SHO in RWD configuration...using an aerostar bellhousing...I have a couple questions I was hoping someone could help me with though..

1.will I be able to bolt up a stock SHO or aerostar starter?
2. I hear you need an adapter plate on the other side of the bellhousing for a T-5...is this true?
3. What should I do about a pilot bearing? do I need one?

I am actually not going to be using a T5...I am going to use a T4 toploader so I never have to worry about the tranny again

anyway, any help on this subject is appreciated

1. : a SHO starter will bolt right in
2. : Adapter is needed between bellhousing and transmission. Also the aerostar bellhousing needs to be ground down in a few areas to make all the bolts work.
3. : I would recommend a pilot bearing. Almost all rwd engines have a pilot bearing in the cranks for a reason.

 

[wicked93gs]

thanks for the reply...I know I posted in the wrong forum, but had no way of moving, deleting or editing it(I'd be grateful if an admin moved it) as for the pilot bearing, from what I when I had my engine out...there was none on the SHO engine...any suggestions?

 

[Methos]

you also will need to make sure that the input shaft length is right as I know that when using the aerostar bellhousing the 94-95 GT t-5 is the one that meets the length with the bellhousing and the plate. I personally am going a totally different route in using a trans adapter plate to use a stock SBF pattern tranny and then use a custom flywheel.

Methos

 

[wicked93gs]

a trans adapter might be the best option when all is said and done, but using a custom flywheel kinda scares me...sounds really expensive...why do you need the custom flywheel out of curiosity? anyway, do you have any ideas for the pilot bearing? thats the main thing I'm worried about at this point

 

[Off Road SHO]

Just use a pilot bushing. You'll have to determine which one will fit the crank of the SHO and the input shaft of your selected tranny.

Tom

 

[wicked93gs]

well, the problem is...how are you suppose to fit it to the SHO crank? all it has at the end is a crank mounting plate and if I remember correctly, a depression in the middle of the plate...how did you mount yours?

 

[Methos]

I was going to take a bushing from a 302 and just turn it down. OR take a mic to the tail of the crank and find out what size that is and then compare the OD of a bearing from a 302 and the ID of the crank to find out the "Press in factor" and then order a bearing accordingly. The custom flywheel is just $259 for the 157 tooth billet steel with the 11" mustang pattern with a neutral balance and no crank pattern. Then I just have to either pay for them to CNC the SHO pattern in it or have someone else machine it in there.

Methos

 

[HotRodKid]

how THIS GUY id the swap

pics are posted on his web page, theres a pic that goes along w/ each highlighted number below

The first task at hand was to convert a transverse mounted front wheel drive setup to a North/South configuration with rear wheel drive. To do this I used an '87 Ford Aerostar bellhousing mated to a '94 Mustang GT T-5 transmission with a home made 1/2" aluminum adapter plate (5). The Aerostar bellhousing is the only one that will mate to the SHO block. The 94/95 Mustang transmission has a longer input shaft which was necessary due to the increased depth caused by the adapter plate. I used the stock Aerostar hydraulic throw out bearing slave cyclinder inside the bellhousing. Since this slave cylinder has its own guide tube, I cut off the bearing tube on the T-5. The throw-out bearing could not be used because I needed a slightly smaller one with a radius edge, not flat faced. I used a stock SHO throw-out bearing with the mounting "ears" cut off. Then mounted it onto the slave cylinder with a home made aluminum collar. Just snaps in place (6). The slave cylinder now had to be mounted inside the bellhousing rather than through it from the back side. This is because the bearing did not reach the clutch pressure plate without being extended too far. The pressure plate is stock SHO with a 2.8ltr Mustang II disc (T-5 splines). The SHO does not use a pilot bearing due to its short transmission shaft. Since this was to be a more conventional rear wheel drive car, it has a long transmission input shaft that needs to be supported at the engine. I ended up using a bronze bushing from a Ford small block. It had to be turned down considerably to fit inside the end of the crankshaft but works great (7). A short drive shaft was made to mate with the 10-Bolt Chevy rear.

 

[Mike93]

In regards to using a pilot bearing with a T5 you absolutely must have one. A few years back, unknown to me, I had a roller-needle pilot bearing somehow break in my '93 Mustang. I began to notice a whine and vibration through the trans as speed increased. I drove on it for a while until my clutch began to slip. Pulled everything out and found that when the bearing broke it was allowing the input shaft to wander and become out-of-round if you will. This 'bent' the bearing retainer, breaking the oil seal and allowed tansmission fluid to seep out and spin onto the clutch disc. Luckily I caught it in time and salvaged the clutch...

 

[wicked93gs]

cool! that cleared it up a huge amount guys! I'll be forever grateful...its all relatively easy stuff I should be able to accomplish without too much effort, now the adapter plate looks like its the hardest thing...as far as input shafts on the T5 tranny, from what I find, the reason Ford used longer input shafts on the 94-95 models was to relocate the shifter back for the SN95 mustang for easier shifting...which means that the V6 models(94+) SHOULD have the same length input shaft because otherwise the console for the V6 model would have to be different if the input shaft was shorter, and I know for a fact the console is the same....so it looks as if a v6 tranny will work fine...next up is my choice of clutch...what to use

P.S. I am putting this engine/tranny combo into a 66 mustang

 

[drvovru]

Adapter and intake spacers

I have the Intake spacers and the tranny adapter on eBay for those interested...

Just search for the keywords: SHO intake and SHO Bellhousing