Engine, transmission, and driveshaft install gets us closer!
Our Factory Five ’35 Truck, dubbed The Drift Rod, is finally equipped with its drivetrain! You may remember the look of this engine from our engine dyno session where we made more than 1,100hp with a Vortech YSI-B supercharger. To switch things up a bit, The Drift Rod will be equipped with the same engine, but this time with a pair of symmetrical Garrett turbochargers.
Our Coyote is equipped with a Race Engine Development/Darton sleeved factory block that was assembled by MPR Engines. The short-block comes with all the fixin’s, including a rebalanced Coyote crank, BoostLine forged rods, and custom JE Pistons. The top-end consists of MPR’s CNCed factory cylinder heads, Ferrea oversized valves, JE Pro Seal head gaskets, along with COMP springs, cams, and retainers. The long-block is screwed together with all ARP hardware.
Our trick, billet intake manifold is supplied by InnoV8 Racing Engines. We will get further into the induction portion of the build in a future story. Sleeved Coyotes are typically good for more 1,500hp, but we will be “conservative” with goals around 1,200hp. Yes, this truck will only weigh about 2,500 pounds!
There was no way our truck was getting an automatic transmission, so we teamed up with Silver Sport Transmissions, Mcleod, Quicktime, and GForce Engineering to equip it with a six-speed manual. Mcleod’s RXT 1200 is responsible for transmitting the power between the engine and transmission. As the name implies, this 1,200hp capable clutch assembly comes with an increased clamp load over the standard RXT line while retaining stock-like pedal feel. The PN 6335825HD kit comes with an aluminum flywheel, twin discs with floater, and pressure plate. First, we needed to install the aluminum flywheel with our ARP fasteners to check bell housing runout.
Regardless if you’re buying just a transmission or complete package from Silver Sport, checking bell housing runout is an integral part to retaining their 3-year warranty. With our QuickTime SFI bell housing mounted to our RM-130 dial indicator plate, we recorded 0.010-inch of runout with the maximum allowable rage of 0.005-inch. After installing a pair of offset dowels our runout ended up at 0.003-inch.
With the runout corrected, the Mcleod adaptor plate, two ceramic clutch plates, and pressure plate were installed. The clutch assembly is balanced together, and the noted paint line must be lined upon reassembly.
Mcleod also supplied one of their adjustable, billet, hydraulic release bearings. The Ford T56 Magnum uses an input shaft guide tube that prohibits the use of a factory-style Ford Mustang release bearing. As such, we found that a combination of the included Mcleod spacer sleeve with the adjustment supplied by the bearing’s threaded sleeve allowed us to achieve the proper air gap. Also included are two stainless lines – one for the master cylinder connection along with a bleeder.
We opted for Tremec’s longer gear ratio transmission as we will have more power than we need, plus being able to keep the turbos spooled longer between gear shifts. While the T56 Magnum is rated to 700 lb-ft, we’ve seen them last at much higher power levels when treated fairly.
Factory Five has engine and transmission mount offerings for a wide range of combinations. Our Truck came with high-quality Energy Suspension engine and transmission bushings along with the needed brackets to make the drivetrain installation truly a plug-and-play experience.
Providing the final link between our T56 and Moser 8.8 rear end is a GForce Engineering one-piece driveshaft. Their aluminum 3.5-inch driveshaft comes built to spec and balanced. Factory Five does include an adaptor for the rear end flange of the S197 but GForce uses an integrated pinion flange adaptor.
Soon we will be riveting our cabin sheet metal in place and sending the roller back to Jeff Miller to get fully painted!