Year 2001

05-Feb-2001

Removed the Web Rings section from the Links page. Updated the The Driveline section to reflect the actual situation with the truck bell housing. As it turns out the bellhousing is not drilled for the A-833OD transmission that I currently have. But is drilled for different tranny patterns. Must be for the truck 4 speed and some type of 3 speed. Oh well, this means that I will need to use the 9.5" bellhousing. I finally was able to remove the transmission from the car on 03-Feb-2001. The tranny looks very good. The flywheel needs to be surfaced and a new pressure plate, clutch disk and throw-out bearing will have to be used. But this is normal wear and tear and is not unexpected.

The speedometer gear cover is different then from what a '65 uses. The speedometer cable is inserted into the cover and is held on by a snap ring on the inside. The '65 needs a cover that allows the cable to be screwed on. The junk yards should have a f junk yards should have a fix. I have some concerns on the usability of the A-833OD. There is a big gap in the gear ratios between first and second. This may cause a problem in the future. I will actually have to get this tranny in the car and try it out. The Volare could not pull the car when running in overdrive at 30 MPH.

I have finally located some more dimension information on the T-5. I will post this in the future. The T-5 is physically smaller then the A-833.

Interestingly the fellow that I bought the A-833OD from, now has a '75 Dart with a 318. It appears to have an 8.25" rear end and disk brakes in it. I have expressed an interest in this rear end and I should be able to get it for cheap (maybe for some of the junk cars setting around my house, or brokering a deal for him on the disk brakes). This same person is also gathering '80s Mustangs. Hmm, maybe I can also snag a T-5 for cheap. This would save the hassle of trudging thru the local junk yards.

11-Mar-2001

I regularly check moparts for any bargains. Sometimes there are really good deals there. A gent by the name of Pat was advertising a Ford 8.8 with 3.55 gears for sale. He had this axle in his '65 Dart. Since Pat was only a hours drive away, I gave him a call and made arrangements to see the axle. During the conversation, I learned that he had replaced the axle bearings, that the axles were not the axles were not worn at the bearing surface (a sore spot with the 8.8s, since the bearings run on the axle), and that he had installed new brake shoes and a small parts kit. The deal also included a set of A-body 5 leaf HD springs. When I arrived at his house, I measured the axle. It has a 57.5" width at the wheel flanges, the spring perches were at 43" and it had 10x2.5" drum brakes. This axle is 3/4" wider then the original 7.25" that was in my Dart. I asked him if he knew what the axle was out of. He didn't know, he pulled the axle from a '71 Duster in the salvage yard (this Duster also had some type of 5 speed in it, at one time, this must have been some Duster). After some consideration I decided to take the axle. While pulling the axle, we discovered that Pat had also installed new wheel cylinders and the brake drums looked new. All in all, this turned out to be a good deal, especially with the $70 price tag.

This axle is an enigma. Ford started producing the 8.8 in '81 for their 1/2 ton pickups and by '83 it had made its way under Mustangs and Lincoln Continentals. These cars used coil springs in the rear. This axle has no evidence of any brackets being removed. The axle tubes have three steps, 3.5" to 3.0" to a final 2.5" right before the brake backing plates. The spring perches are on the underside of the axle. So it is not out of a truck. The overall width would indicate that this would be a good candidate be a good candidate for a '60s Mustang, '70s Granada's and our beloved A-bodies. I had the bright idea that if might be out of a Ford Explorer. But a quick pull with the tape measure on a '01 model shows their springs are 42" apart on the outside. An A-bodies is 45". They also have sway bar brackets and disk brakes. Maybe an earlier model? Who knows! But the 42" spread on the springs could indicate why these things tip over so easily.

One of the good things about this axle is that the street rodder and the 4x4 crowd have taken a shine to this axle. This means plenty of parts and after market support. Something the venerable 8.75" is lacking.

12-Apr-2001

A couple of days ago, I removed the cover plate on the rear end to check the gears. They looked really good, no wear at all., a lot of dirt thou. I counted the teeth on the ring gear and pinion shaft. They had 42 and 16 respectfully. This calculates out to a 2.47 ratio. Hmmm, not the 3.55 as assured by Pat. The axle case has a D6AN-BA casted in. The carrier had a D7AW-AA casted into it. In Ford partese, the D signifies the '70s. The 6 would be 1976 and the 7 would be 1977. An A signifies a full size car. Not sure about the rest. This axle was made between 1976 and 1977. I stopped off at Randy's Ring and Pinion after work and asked the counter person what Ford axle this cover fitted. The first person thought it was a 8.8 until the gasket wouldn't fit. The second, proclaim it to be a 9.75 cover. According to him, the 9.75 was being used on '90s truck and full size cars, but it wasn't popular. They didn't have a gasket for the cover, but I could use 3.5, 3.7 or 4.11 gears in the axle. That sounded good, (yeah ,an axle as big as the Dana 60!) but it didn't jive with the casting numbers.

On the way home from Randy's, I stopped at the local Ford dealer and had a nice long talk with the parts person. He was able to look up the carrier number in the micro-fiche parts list (something Pat's local dealer couldn't, wouldn't do). The axle is a Ford 8.75 with 2.47 gears. Everything matched the Ford parts list. This axle was used in 1976 - 1978 Granadas/Monarchs/Versailles. According to the parts catalog, the only gears available for this application were 2.47, 2.75 and 3.07. Not good news, I need a gear set between 3.5 and 3.9 to use the overdrive. I guess I will call Randy's to see what is available for this axle. I guess this is caveat emptor. Pat had assured me this was a 8.8 with a 3.55 gear set. It certainly looked like a 8.8. Oh well...

The rear springs , axle and mounting brackets are all nicely painted with Krylon flat black epoxy paint. They look really nice. The polyurethane bushings arrived from espro and are ready to go into the springs and into the springs and brackets. Hopefully the rain will stop soon and I can get everything mounted up.

Changed the main page again. One of these days I will find what I like.

15-Oct-2001

Well a lot has happened. We have moved to the end of the road and I now have a barn to but the Dart in. Yeah! The move has occupied several months of my time. This includes general cleanup of the new place. A project that is still going on.

During this time I managed to remove the Ford rear end and replace it with a Chrysler 8.25" from a '75 Dart. I have also removed the disk brake setup and replaced it with the one from that same Dart. This set had the sway bars tabs on the lower control arms. I finally used up my film, and have had it developed. This records some of the process from the last year. I hope to post pictures later.

The 8.25" axle has 2.45 gears. I will need to change this to a more reasonable ratio. I have welded in a set of sub-frame connectors. I followed this set of guidelines. I made mine 2" longer, there is a tab that now goes over the front frame section that I used instead of the way that was described. I also managed to cut a slot in the right place so I can use the ebrake cable in the original location. After some thought I decided to use the sway bar from the '75 Dart. On a '75, the bar runs thru the K-member. This necessitated that I cut the '65s K-member in the same spot. I have done this, and I am in the process of welding in a chunk of 2" square tubing for the sway bar to run thru. This will provide support for where I notched the K-member. After that is done then I will fabricate some mounting tabs for the support brackets. When all done, the sway bar will have plenty of ground clearance and will be tucked up, out of the way.

Up to this point I have not mentioned the modifications that I want to make to the old \6. But, I have purchased a T03 turbo from a '92 Saab 2.3l four banger off EBay. This is basically the same setup that the Chrysler 2.2s used. I has been suggested on some of the turbo mailing lists that this would be a good size for a \6. Time will tell...

I updated the Linux on my system. This included something called SCREEM. A tool to maintain and create web sites. It is fairly good, but needs some polish. I am also in the process of moving the site from AOL to Speakeasy.