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Discussion Starter #102
Small update but more of making progress on a project to make progress on this project.
As you can see, the engine is clearly [physically] closer to getting installed :)


I had to move the engine to make access for the Bridgeport mill teardown. I'm making good headway on the head disassembly so next is the turret and the table before I can pull the knee and strip the existing paint before starting to refinish and re-assemble:


Thankfully the head was rebuilt shortly before I bought it but since it was still in use at a machine house before sitting outside under shelter, it does need some cleaning and re-greasing and oiling. The motor, varispeed drive, quill, and spindle all look in really good condition so thankfully my cheap mill can remain low cost to me.


Last but not least, the mill will be first put to use making an adapter plate to the adapter. With the transmission output shaft being uncut as requested, there's about a 1.5" gap. I also don't know if I'll stick with the recommended Borg Warner 4404 or switch to the 4412 which has a much different mounting pattern. A takeout unit with a 31 spline input shaft will be crossing the US to let me check it all out.


I'm looking forward to a little less planning and more cutting chips, test fitting, and welding in the future.
 

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Discussion Starter #103
Not too much has changed (as seems to be the typical), but the Bridgeport disassembly continues. I now have the turret off so all that's left now is the bed and knee before I can start stripping paint.

On the drivetrain side, I received my Borg Warner 4412 transfer case. It seems to be one of the few 31 spline inputs that is full time AWD with no hi and low gearing. The other is the BW 4404 seen in the previous post.


Unlike the 4404, the 4412 is shorter after the chain, but longer in front of the chain. Instead of having to add another spacer like I thought I'd need, I'll need to shorten the existing adapter by 0.6" instead. The mounting holes are also a larger PCD which makes the mounting flange on the adapter too small too. Work, but not terrible.
I've kept the critical dimensions of all three transfer cases I've tried (4404, 4411, and 4412) which shows I'll have the most seat room with 4411 but only .5" more than the 4412 which has the correct input splines. Meaning no custom billet input shaft required. Yay!


I hope to pick up a Harbor Freight scissor transmission jack next weekend to lift the entire engine block, bellhousing, transmission, adapter, and transfer case into the car to figure out the new motor mount location as well as the final drivetrain height. Once the Bridgeport is back together, I'll use that and my lathe to modify the adapter.
 

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fascinating to watch your progress... thanks for the posts.. :) Chris
 

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Discussion Starter #105
Still seems like not much has been happening on my end, but I've been busy with a new role at work which lets me be in more of a shop environment so I'm still getting my hands on work fix during the day/week. Still an engineer, but now I also get to help other engineers test ideas and improvements they have in a more rapid environment.

As a result, the car only now has the block, bellhousing, etc bolted together to get a more solid idea of the length and rotation of the transfer case to front diff driveshaft. I've got an idea of how I'll keep everything in alignment while modifying the adapter but I'm running that by some people in the shop to see if there's something better they can think of. Once that's done I'll make a quick coupling from the rear output of the transfer case to the rear diff and have one giant bolted assembly. Something tells me this won't drop in easily!


I've also been spending a lot more time while in the garage working on the Bridgeport. I've got it completely disassembled (meaning parts galore taking up floor space) and mostly stripped of paint, filler, and oil. Here's a 3 frame progression of the state of it. Original rusty and oily state, then needle scaled, and now Zep Purple cleaning and degreasing in the works.


Up next is primer and paint for the mill so I can re-assemble and start making the new engine, trans, etc. mounts
For the car the next step is modifying the adapter. Hopefully with a bit more speed this month!
 

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Discussion Starter #106
Kicking off the weekend with a bit of tire, wheel, and widebody eye candy :)
I'm still kind of blown away by the size and these are only 295/40R18.


No spacers here! Just 2015 Mustang GT axles and future custom A-arms


 

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Discussion Starter #109
So what are you going to do? Fender flares or factory five arms? I've never heard of using stock axels......
The Factory Five arms work perfectly with their provided axles but I'm looking to use the Mustang GT axles which are 5" longer on each side. I'll see if I can use the same hardpoints on the chassis with arms I design and build. I'm also planning to glass in fender flares.
 

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Very cool, why stop at all wheel drive when you can go wider too>:)
The regular car already looks low and wide, I can only imagine what this is going to look like.

John
 

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Discussion Starter #111
Back with an update. Work and everything else have been busy so I'm happy to report there is still progress being made on the car. Right now it just happens to be off of the car.

I'm getting close to wrapping up the transmission to transfer case adapter modifications needed. To sum it up, I'm using a different transfer case (Borg Warner 4412) than what the original adapter was designed for (BW4404) and in a different position which is further complicated by the fact that the 4412 has a different input shaft length and depth.

First step was to jump in with both feet and cut the adapter in half. Second was to modify it, and third will be to get it back in one piece.

I did some dumpster diving to get some scrap pieces of thick steel plate. The plates had 1/2" holes in it all over but I was able to work around that and create a fixture to hold the input and output flanges concentric to each other. Essentially making two tight tolerance round plates welded to a tube to hold the top and bottom relative to each other. You can see the two halfs and the tool fixture in this picture:


On the back side of the output flange I used the lathe to cut a groove for the transfer case alignment ring but only 0.1" deep so not to weaken the flange too much. The groove isn't square and the bottom is more of a \__/ shape so stress concentrations shouldn't be too high (I hope). This way I can also use the BW4404 as a fall-back option since both can be held concentric to the transmission output shaft. You can also see the places I used a dry-erase marker as an indicator to wear off where the groove hit before seating the transfer case and needed machined more. Low cost tech for the win!


Here's the fixture in the output flange for reference:


Here's the input flange half added with the fixture aligning everything and at the right height. I also ground off the paint in a few areas for an electrical ground path while welding depending on where it's clamped:


Finally a side view with the shortened parts. The butt joint on the center tube should minimize flange distortion and I can still skim the input flange face to make sure everything is parallel. I added a chamfer to each part on the suggestion of a coworker to help with welding penetration since this will be reacting the output torque:


Next is to weld it up and then test fit the adapter. After that is to try to get the whole mockup (engine block to transfer case) in the car to check that fit!
 

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Wow great work. Tough to clock the holes correctly before welding i imagine. When your done you will have a really unique car among unique cars!
 

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That stance looks great! Take care on track days, I had body rubbing issues on my fenders under load (but of course am only at a 3.5 inch frame height back there)
 

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Discussion Starter #114
Wow great work. Tough to clock the holes correctly before welding i imagine. When your done you will have a really unique car among unique cars!
Thankfully there are only two holes pre-drilled and that PCD is for a different transfer case. I clocked everything back they way it was based on the center tube rolled seam but for my application I'll set the clocking of the transfer case and then drill the holes to match.

That stance looks great! Take care on track days, I had body rubbing issues on my fenders under load (but of course am only at a 3.5 inch frame height back there)
Thanks! If I keep it this wide then I'll be making custom flares to fit over everything. Appreciate the reminder to check for suspension travel and not just static look
 

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Discussion Starter #115
We're shortened, welded, and test fit!

Seems like we got good penetration on the weld area and pretty good color distribution showing the heated regions. We skipped around similar to tightening lug nuts to minimize any distortion too.


Here's it back together at the proper length and ready to test fit next. This should happen sometime over the Christmas to New Year's break and then I can figure out how much to raise the rear differential and see how to run the forward driveshaft


I'm also still working on my mill cleaning and restoration. Amazing how much grease, oil, etc. keeps coming out of the castings but I'm getting close to wrapped up smelling Zep Purple in the garage and house for a while
 

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Discussion Starter #116
Mockup Install Update!

A friend of mine was able to come over and help me get the bare engine block, transmission, and adapter into the chassis so I could start getting a better idea of the actual space and the number of additional modifications required to make this crazy idea actually work.


While this looks straightforward, the output shaft sticking out so far meant we had to pull things back forward to slide the transfer case on. You might be able to see that I cut to additional tubes on the tunnel near where the shifter location is because of interference (mid and rear shift are not options on the AWD transmission because of the rear adapter)


Then, like all good things I try, there were more interferences. I handed my friend the recip saw and said go at it but he was a bit hesitant. After I showed him I already chopped that particular tube and it just had to be even shorter he had a go. This was the X member on the floor that also had the driver's seat belt tab on the tunnel side. That'll be sure to be added back.


More cutting and grinding occurred on the transfer case and frame:


Tada! I'm in a seat and in the car next to the giant drivetrain!


One pic from the front:


One from the side:


It's not ideal yet, but I'll work on that some.
 

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Discussion Starter #117
Also, I got my first real TIG welding lesson. I've done stick, used a torch to weld, braze, and cut, and done MIG but not really TIG. I'm keeping it too cold and using too little filler, but apparently my general technique is pretty good for a self described beginner:

This will all come in handy when I fix the frame, make new motor, transmission, and differential mounts, and then eventually the new suspension arms and exhaust headers.

Fun times!
 

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Discussion Starter #120
Small update:
I've been trying to figure out how to best raise the differential to match the rest of the raised driveline (due to the transfer case) and came up with a solid coupler for mockup purposes. They had a scrap piece of 2" thick, 5x5" steel used elsewhere that was getting thrown out so I snagged it.

I made a quick sketch showing the dimensions of the flanges I have (see earlier when I replaced the differential pinion flange from the 2015+ Mustang GT CV style flange to the F150 style flat flange meant for a U-joint bolting to it.


A mockup in 3d helped me figure out how I'd do everything so I could reference it on the lathe and fit the bolts in (barely). FYI, the pinion flanges are threaded so I wanted to make use of them instead of drilling them out and threading the coupler or having the treads misaligned and causing a gap between the flanges and coupler


Complete after a long time of running the lathe at some pretty slow speeds to cut all the steel


Not sure when I'll get it in, but that's my next step.
 
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