North American Turbocoupe Organization



Clutch Rapture..
Kuch Offline
Senior Member
#1
So I just installed a new SPEC clutch in my 88 and I just wanted to say that there is not a better feeling of having the transmission slip into place after struggling for over an hour with two jacks, minimal light, transmission fluid dripping, and lying on your back. Had to do this job in my small garage with just ramps, two floor jacks and jack stands and it was one my most difficult clutch changes ever. All of the bell housing bolts were torqued tight to an ungodly amount, the four driveshaft bolts were cranked on, and I didn't have the correct 2.3 alignment tool and had to sand down another 1 1/16 x 10 spline one I had. I was pleasantly surprised to find that my clutch fork was in great shape as was the input shaft housing. Still after cursing at it for 2 days now, it feels good to have it back together.
1988 Turbo Coupe, Black/Black, 5 Speed, Moonroof,  T3/T4 50 trim, ported E6, 255LPH, Kirban, 3" DP dual 2.5" w Hooker Maxflows, MGW shifter, K&N, Gillis valve, RR cam, Koni's
1964 Ford Galaxie 500XL, 390 6V, Big Solid cam, Headers,3.89's, 4 Speed, Vast and fast
1960 Ford Starliner, 292 Y Block, 312 4bbl intake, headers, 3 Speed, slow and low
Mikey97D likes this post
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BradM Offline
Member
#2
I hear ya. I have been blessed enough to graduate to a lift and will never go back, ever. I'm actually putting in my 3rd SPEC clutch this weekend. I fried clutch #1 being stupid (a Stage 1). Clutch #2 was a replacement Stage 1 but I did not account for the increased torque after my build and it slowly went away after 3000 miles. I'm installing the Stage 2+. Note that my unbranded throw out bearing from SPEC was junk. It rattled after a few hundred miles (you could move the inner race around by hand). I found a NOS National throw out bearing "Made in USA" to replace it. I sure hope you don't have this problem.
1965 Mercury Comet Caliente; 1968 Mercury Monterey; 1969 F100 Ranger; 1987 Thunderbird Turbo Coupe
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anasazi4st Offline
Senior Member
#3
(07-23-2021, 08:17 PM)Kuch Wrote: So I just installed a new SPEC clutch in my 88 and I just wanted to say that there is not a better feeling of having the transmission slip into place after struggling for over an hour with two jacks, minimal light, transmission fluid dripping, and lying on your back. Had to do this job in my small garage with just ramps, two floor jacks and jack stands and it was one my most difficult clutch changes ever.

Ahhh how well I know that feeling. Over the years I have tried many things to keep the T5OD on the floor jack saddle as I raise it into place, it’s no fun and kind of scary if it falls off (aluminum does crack). I now use bungee cords, they work great.
Another proud dues-paying member.

1987 Turbo Coupe w/T5OD, 8.8 axle, grey smoke; most options. Got it in 1991 with 41K miles: 3 turbos, 2 heater cores, 1 T5OD full rebuild, 5 clutches, 1 head gasket, 2 Teves II ABS units, etc. later....
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BradM Offline
Member
#4
When I needed to replace my throw out bearing, I separated the trans from the bell housing (4 bolts) and left the bell housing in place. If I were removing the trans on the ground, I would do it in two pieces, trans and bell housing.
1965 Mercury Comet Caliente; 1968 Mercury Monterey; 1969 F100 Ranger; 1987 Thunderbird Turbo Coupe
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anasazi4st Offline
Senior Member
#5
(07-25-2021, 12:52 PM)BradM Wrote: When I needed to replace my throw out bearing, I separated the trans from the bell housing (4 bolts) and left the bell housing in place. If I were removing the trans on the ground, I would do it in two pieces, trans and bell housing.

Yes I normally remove the T5OD first, then remove the bellhousing, unless my focus is just on the transmission.

That’s rare, unless I’ve just had it apart. My thought is, at least take a look at the clutch parts whilst you’re in there.
Another proud dues-paying member.

1987 Turbo Coupe w/T5OD, 8.8 axle, grey smoke; most options. Got it in 1991 with 41K miles: 3 turbos, 2 heater cores, 1 T5OD full rebuild, 5 clutches, 1 head gasket, 2 Teves II ABS units, etc. later....
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