|
|
Mustang Tech: 408 Clevor Swap - Turning Tricks
|
|
"Power always finds the weakest link," is an adage to always be mindful of whenever you're making changes that will bring a Mustang's horsepower, and especially torque, to new levels. So, with the level of performance we expect to see from the Cleveland-headed monster in Greg Montoya's Pony being unknown, we decided to make additional drivetrain changes to support the newfound power. Before removing the supercharged 306 and stock T-5 transmission from Greg's '89 GT, we noticed the tranny was not as smooth as it should be (grinding on the Second-to-Third shift), and it definitely was starting to produce more noise than it ever had. In anticipation of making power well above that of the previous drivetrain, your tech editor and Greg decided the time was perfect for exchanging the 'Stang's worn-out clutch and transmission. Tremec's TKO 500 got the nod, along with a Force 10.5 dual-disc clutch from Ram Clutches. In addition to the clutch, if you go with a 26-spline (input shaft) unit like Greg did, the transmission transition requires a new bellhousing, shifter, driveshaft slip yoke/modified shaft (the TKO 500's output shaft is 31-spline versus the 28-spline output of a T-5), and a modified crossmember. AMP Performance in Phoenix, Arizona, is a great source for all of the parts you'll need for the upgrade. While installing a TKO 500 (or TKO 600 if you're making really big steam) isn't mandatory, we think making the change is a good proactive step toward being able to fully enjoy a new engine without worries about power getting to the rear wheels.  The OEM K-member is the first...  The OEM K-member is the first item to go on Greg’s Mustang. Not only is this stock equipment heavy, it isn’t compatible with the Hedman headers used for a Clevor swap, although the Tokico adjustable struts are reused. However, after cleaning the stock K-member, Greg was able to sell it to another SoCal ’Stangbanger.  Greg elected to forego power...  Greg elected to forego power steering, instead opting for a Flaming River standard-ratio, manual rack-and-pinion assembly, which he scored in an Internet deal. This Flaming River steering shaft is required for necessary header clearance, whether power steering is retained or removed.  Yes, nitrous oxide is part...  Yes, nitrous oxide is part of our Trick Flow Clevor equation. Greg fabricated this simple, firewall-mounted platform for the Trick Flow nitrous and fuel solenoids. We’re using the company’s EFI system (PN TFS-N5150) for our project. Solenoids, a 10-pound bottle, spray-bar plate, jets, wiring, switches, and line are all included in the wet system, which we’re really looking forward to trying on the 408.  Installing a Clevor-style...  Installing a Clevor-style engine starts with replacing the factory K-member with tubular pieces that include the cradle, A-arms, and front coilovers that make up UPR Products’ Fox front-suspension package (PN 2005-79K-100). The front end of Greg’s ’89 dropped 75 pounds with the new hardware. And, as you’ll see elsewhere in this report, the tubular structure help makes header fitment a breeze.  We’re installing Ram Clutches’...  We’re installing Ram Clutches’ Force 10.5 dual-disc clutch system, as we’re certain the engine will make killer torque, especially with a 200-plus-horsepower shot of nitrous oxide. The clutch is designed with three steel straps that locate the floater with the flywheel and pressure plate, eliminating the “floater rattle” condition common to many dual-disc clutches. The Force 10.5N also features a high-clamp-load pressure plate, and clutch discs with Ram’s 300 Series steel facing, for smooth engagement and long life. You’ll notice the clutch disc has a 26-spline hub. See our sidebar on the project’s heavy-duty transmission upgrade for a better understanding of why.  Consultation with our friend...  Consultation with our friend Reggie Triggs of Summit Racing Equipment led us to the company’s three-row ’79-’93 aluminum radiator (PN SUM-380477), which Reggie says performs wonderfully when accompanied by a strong fan. Greg’s Internet research led to procurement of one Paul Lavista’s hopped-up Lincoln Mark VIII fan units. Mark VIII fans are popular replacement for late-model Mustangs for their dual speed settings (low and high). Paul locks these units on the high side and reworks their motors, which enables the fans to generate more than 5,000 cfm of airflow. That’s cool—no, that’s cold! Once installed (with the factory fan shroud in place), this setup looks stealth and stock.  We’re installing Ram Clutches’...  We’re installing Ram Clutches’ Force 10.5 dual-disc clutch system, as we’re certain the engine will make killer torque, especially with a 200-plus-horsepower shot of nitrous oxide. The clutch is designed with three steel straps that locate the floater with the flywheel and pressure plate, eliminating the “floater rattle” condition common to many dual-disc clutches. The Force 10.5N also features a high-clamp-load pressure plate, and clutch discs with Ram’s 300 Series steel facing, for smooth engagement and long life. You’ll notice the clutch disc has a 26-spline hub. See our sidebar on the project’s heavy-duty transmission upgrade for a better understanding of why.  Consider this the first of...  Consider this the first of a few warnings we’ll give you about the overall height of the Trick Flow Cleveland intake manifold. When used without a spacer or nitrous plate, fitment under a stock/flat hood is doubtful, and the addition of either plate makes it all but impossible to hide the swapped monster under a factory bonnet. UPR Products’ K-member drop kit (PN 2025-10) helps quite a bit, though. The plates in this kit lowers the engine by 3⁄8-inch, reducing the need for a monstrous cowl hood.  The upper core support requires...  The upper core support requires trimming to create small pockets for the tanks on each side of the radiator. The radiator is moved forward slightly for sufficient water-pump/fan-motor clearance.  Greg’s Mustang sees plenty...  Greg’s Mustang sees plenty of street use, but it also makes quarter-mile trips during PSCA events. UPR’s 14/175 coilover springs (and caster/camber plates) are a good choice for similar dual-purpose Mustangs.  As we stated earlier in this...  As we stated earlier in this story, our ambition is to install the Cleveland-headed 408 in Greg’s ’89 ’Stang and make it appear as factory as possible, as well as capable of handling driving conditions that include the severe heat of SoCal’s San Fernando Valley. Meziere’s (www.meziere.com) billet electric water pump (PN WP311S) is a great stock-look alternative to the factory pump. The Meziere piece moves water at a rate of 55 gallons per minute, and bolts directly into the stock location.  With generous portions of...  With generous portions of nitrous being part of our future plans for the Clevor, a fuel-system upgrade is mandatory. While Fox-body ’Stangs are equipped with return-style fuel systems from the factory, the stock pump, lines, rails, injectors, and such are no match for the type of horsepower and torque the 408 will produce naturally, or with nitrous. Aeromotive offers ready-to-install compilations of the all the fittings and hardware that are required for complete, tank-to-intake fuel-system buildups for Fox Mustangs. We’re using AN -8 lines to feed our beast, and AN -6 to move fuel back to the tank.  Breaking more ground, Greg’s...  Breaking more ground, Greg’s Clevor install features the magazine debut of Aeromotive’s new Stealth 340 in-tank fuel pump (PN 11140; $169). We’ve been anxious to try this new pump as it’s 340-lph flow rate (at 40 psi) will support the Clevor’s naturally aspirated and nitrous horsepower, and the pump’s clean, direct-replacement design plays perfectly into the sleeper personality that Greg is creating for his ’89 GT. As you see in this photo, the Stealth 340 kit is simple in its makeup, and equally as easy to install in a Mustang’s fuel tank.  Credit your tech editor with...  Credit your tech editor with being a parts hoarder and finding one of the now-defunct Fox Body Fuel Injection’s stainless-steel ’79-’93 Mustang fuel-pump brackets sitting on a shelf in his garage. The bracket (on the left) is a drop-in replacement for the stock piece, and features AN -6 fittings on its 3⁄8-inch feed and return hard lines. The ’79-’93-inch OEM pump cradle uses a 5⁄16-inch feed line and only a 1/4-inch return. For high- volume pumps such as the Stealth, the small- diameter return tube is actually a bit too restrictive. When larger injectors are used, the restriction creates a high-pressure condition (more than 100 psi) that is beyond the regulator’s ability to calm down. For engines like our Clevor, which uses 80-lb/hr squirters from Ford Racing Performance Parts, we strongly recommend using a ’94-’95 Mustang fuel-pump bracket, which has a 3⁄8-inch pickup, and modifying the return side so that it is bigger than 1/4-inch.  Here is a closer look at the...  Here is a closer look at the differences between the return lines of the aftermarket pump bracket and the stock tube (on the right). Again, the whole concept behind the Stealth 340 fuel pump is enabling enthusiasts to turn up the coals on their Mustangs without requiring a larger external pump. While our suggestions for the larger return are purely based on our findings with the 408 Clevor setup, we think provisions for a larger deposit are a must when using a Stealth 340 pump.  Our return-style fuel system...  Our return-style fuel system uses Aeromotive’s EFI bypass pressure regulator (PN 13129). The regulator has an adjustment range of 30 to 70 psi, which is monitored with a 1.5-inch gauge that installs in a 1⁄8-inch NPT port built into the regulator’s base.  This is where the real fun...  This is where the real fun starts when you’re attempting to pull off a factory-appearing, Clevor-engine install. Years ago, an effort like this required making custom headers that fit Cleveland heads’ downward-angled exhaust ports and are compatible with a Fox-Mustang’s K-member/Clevor/transmission configuration. We went about looking for a viable (affordable) set of tubes for the unique application. With help from David Canfield of Trick Flow, we found what we were looking for in Hedman Hedders’ long-tubes, made specifically for installing 351 2V Cleveland engines in ’79-’93 Ponies (PN 85619/PN 85620 for 4V Cleveland heads). The headers feature 1-7⁄8-inch primary tubes that feed into unique flat-style, 3-inch collectors; when using a tubular K-member, the headers have more than enough clearance around a ’Stang’s manual transmission and bellhousing. A local exhaust shop fabricated a 3-inch, X-shaped crossover tube that mates with Flowmaster’s 3-inch after-cat exhaust kit.  Since water/coolant exits...  Since water/coolant exits the 408 via AN -12 fittings installed in each cylinder head (as opposed to through a thermostat housing in the intake manifold), we wanted to use a clean, OEM-style piece that transfers coolant and also allows us to use a thermostat. Greg scoured the Internet and found this beautiful piece from Price Motorsports Engineering (www.pricemotorsport.com). The bolt-on thermostat housing, designed specifically for Clevors and Boss-style engines, has 1/2-inch inlets and outlets, a provision for installing a coolant-temp sensor, and mounts in a position that enables us to use an OEM upper radiator hose.  Once all of the accessory...  Once all of the accessory items—clutch, water pump, alternator bracket, and engine mounts—are bolted on, Greg lowers the Trick Flow Clevor 408 into its new home. Despite the Boss 351 block’s increased width, the engine fits with ample room on both sides of the engine bay. To help lower the engine even more, Greg installed a set of Team Z Motorsports’ (www.teamz motorsports.com) drop engine mounts, the same pieces that were used to drop the blown 352-inch small-block in Project T-top Coupe.  Moroso’s aluminum alternator...  Moroso’s aluminum alternator bracket kit (PN 63810) is perfect for mounting an alternator on either side of a small-block Ford engine, once power steering, air conditioning and other serpentine-belt-driven accessories are removed. Greg’s alternator now resides where the power steering pump once lived.  Once all of the accessory...  Once all of the accessory items—clutch, water pump, alternator bracket, and engine mounts—are bolted on, Greg lowers the Trick Flow Clevor 408 into its new home. Despite the Boss 351 block’s increased width, the engine fits with ample room on both sides of the engine bay. To help lower the engine even more, Greg installed a set of Team Z Motorsports’ (www.teamz motorsports.com) drop engine mounts, the same pieces that were used to drop the blown 352-inch small-block in Project T-top Coupe.  Hedman’s 2V tubes fit perfectly—a...  Hedman’s 2V tubes fit perfectly—a great match with exhaust ports on the Trick Flow PowerPort 225 Cleveland heads, and clear of any conflicts with the ’Stang’s chassis on either side. Notice the clearance between the tubes and steering shaft? These photos offer a better view of why tubular front-end pieces and a Flaming River steering shaft are necessary.  Hedman’s 2V tubes fit perfectly—a...  Hedman’s 2V tubes fit perfectly—a great match with exhaust ports on the Trick Flow PowerPort 225 Cleveland heads, and clear of any conflicts with the ’Stang’s chassis on either side. Notice the clearance between the tubes and steering shaft? These photos offer a better view of why tubular front-end pieces and a Flaming River steering shaft are necessary.  Our previous work with Abaco’s...  Our previous work with Abaco’s DBX mass-air sensors, and the success we’ve had with the digital units led to the selection of this 97mm sensor for the engine. Since we anticipate the Clevor will pull in a ton of air, the big DBX is perfect for establishing low-rpm tuning harmony with the engine’s big fuel injectors.  With the engine installed...  With the engine installed and bolted down, Aeromotive’s fuel rails (PN 14101) and Ford Racing Performance Parts’ 80-lb/hr fuel injectors (PN M-9593-LU80) are set in place. FRPP’s EV1-to-EV6 adapters (PN M-14464-A8) bridge the gap between the ’Stang’s stock injector harness and the new-style injectors.  While the cylinder heads are...  While the cylinder heads are a big deal, the new Trick Flow R-Series Cleveland EFI intake manifold that links those heads is a bigger deal. With the exception of the wider upper and flange for Wilson Manifolds’ 90mm throttle-body, the look and feel of this manifold is totally Fox Mustang, and will certainly fool those who aren’t well-versed in small-block Ford engines. Notice the Trick Flow R-Series nitrous plate (PN TFS515RPL) on top of the lower manifold. This plate measures 3/4-inch thick and delivers nitrous hits ranging between 50 and 200 hp.  The gobs of air will be sucked...  The gobs of air will be sucked into our Clevor through Anderson Ford Motorsport’s 10x4-inch conical air filter (PN AF-0010-R40PS) and the company’s veritable Power Pipe (PN AF-0112A). While the 4-inch pipe is perfect for 351-based engines that operate on raw muscle, we think this induction package also suits the project’s nitrous concept well.  Here is a comparative look...  Here is a comparative look at the TKO 500’s 10-spline input shaft (top) and the beefier, stronger 26-spline input (foreground) we’re replacing it with. Installing the new input is one of the only tasks in this project that we recommend seeking the assistance of a professional, or someone who is versed in manual-transmission rebuilding.  Like most T-5 transmissions,...  Like most T-5 transmissions, the stocker in Greg Montoya’s ’89 Mustang GT was long on miles, and based on the noises it made before it was removed, we’re happy Greg made the choice to include replacing it as part of the project.  With the stock transmission...  With the stock transmission removed, we were able to determine that it had serious internal problems. Not only did the 10-spline input shaft have excessive back-and-forth movement, it also was loose enough to touch the bearing retainer. Something to keep in mind is the fact that OEM T-5s installed in ’86-’89 5.0 Mustangs are rated at 265 lb-ft of torque, which was more than adequate for bone-stock Ponies. Greg’s transmission has endured power shifts influenced by nitrous and a supercharger, so it’s safe to assume the Pony’s torque levels have been beyond the maximum rating for a while..  We’re including this photo...  We’re including this photo to show you that good intentions don’t always pan out. Yes, after getting everything installed and the 408 Clevor running, the engine actually had to be removed when we discovered a clearance conflict between the Tremec bellhousing and the top of our dual-disc clutch. A grinder created sufficient clearance, as what we learned is the Ram Force 10.5 clutch actually requires an aftermarket bellhousing. The catch-22 with this is the Hedman headers will not clear an aftermarket bellhousing. To stave off the expense of a big bellhousing and custom headers, switching to Ram’s Powergrip HD single-disc clutch system or grinding on the Tremec bellhousing (if you’re hell-bent on keeping a dual-disc clutch) are your only alternatives.  Here it is! The first EFI...  Here it is! The first EFI Trick Flow 408 Clevor engine installed in a Fox Mustang. Yes, Greg’s ’Stang is now void of power steering and air conditioning. However, despite those missing hard parts and their associated hoses and such, the installation is clean and really does look fairly stock. Notice the OEM coil-cover panel on the driver’s fender? That stock touch comes straight from the Latemodel Restoration Supply catalog.  We actually started and ran...  We actually started and ran the 408 with seven quarts of Royal Purple’s 10W-30 break-in oil, and drove the ’Stang to establish an initial street-driving calibration with the PMS and also seat the clutch (even untuned, the thing sounds wicked). Greg drained the break-in fluid after clocking about 200 miles, replacing it with a full batch of RP’s XPR 5W-30 extreme-performance racing oil for our dyno testing and the road ahead. Autolite’s AR3910 spark plugs made the cut at this time too.  Tuning an engine like our...  Tuning an engine like our Coast High Performance-built 408 Clevor is easily accomplished with AFM’s Programmable Management System (PN EF-PMS). After toying with the idea of burning a custom chip for the engine, we decided to go with a PMS because of its affordable price, plug-and-play simplicity, and overall versatility. With assistance from PMS-tuning guru Brian Schapiro of B&D Racing in Van Nuys, California, we plan to set up the Clevor with drive-anywhere dependability and stout power at wide-open throttle.  Finding a hood that isn’t...  Finding a hood that isn’t too over-the-top in the cowl area was not as hard as we anticipated. This 3.25-inch Pro Cowl from Boss Inc. (www.bossinc style.com) fully covers the ’Stang’s big stoker with no problem (milling the throttle body’s 2-inch spacer down to 5⁄8-inch moves the Power Pipe’s rubber elbow inside enough for it to clear).  Greg chose to replace his...  Greg chose to replace his ’Stang’s tired stock transmission with Tremec’s TKO 500 (PN TCET-4615). The replacement five-speed features a 10-spline input shaft, 31-spline output shaft, and a close-ratio gearset (3.27 First gear; the stocker’s First is 3.35). While the TKO 500 supports 500 lb-ft of torque, we’re estimating the Clevor’s torque will be right in that range or a tad higher, especially when the juice is flowing. As a precautionary measure, we’re swapping the 10-spline input with a 26-spline shaft assembly from AMP Performance (PN 2606412). TKO 500s are available with a 26-spline input already installed (PN TCET-5201). Unfortunately, however, none were available during our time of need, which is why we’re performing the upgrade. While 26-spline input shafts typically are found in Tremec’s TKO 600 trannys and have 2.87 firsts, AMP set up our replacement with the same 3.27 first gear that’s in the 500.  Greg Montoya is one Clevor...  Greg Montoya is one Clevor dude. Props on a job that was done well… in the driveway.
 | Building Trick Flow Cleveland heat atop a Coast High 408 Windsor |
|
|
|