A ’66 Mustang Gets A 5-Speed Fix

(ANNOUNCER)>> TODAY ON DETROIT MUSCLE WE'RE GONNA TAKE AN OLD SCHOOL MUSTANG AND TOSS SOME NEW SCHOOL TECH AT IT. FIND OUT HOW TO PLUG A LATE MODEL FIVE SPEED OVERDRIVE INTO A FIRST GEN PONY. PLUS WE'LL HOP IN THE DRIVER'S SEAT OF ONE OF THE MOST DESIRABLE SECOND GEN CAMAROS OUT THERE.

(MARC)>> HEY TODAY WE'RE GONNA BE FOOLING AROUND

WITH THIS 1966 MUSTANG HARD TOP.

(TOMMY)>> YEAH IT'S GOT A 302, IT'S GOT AN AUTOMATIC CFOUR, AND OBVIOUSLY IT'S GOT AN OLDER PERSONALITY.

(MARC)>> WITH OVER NINE MILLION BUILT SINCE APRIL 1964, THE FORD MUSTANG IS THE BEST SELLING AMERICAN MUSCLE PLATFORM EVER. ITS ICONIC STATUS HAS REMAINED IN PLACE OVER WHAT HAS BEEN AN OVER 50 YEAR UNINTERRUPTED RUN. TO THIS DAY ONE OF THE MOST POPULAR IS THE FIRST GENERATION OF PONIES LIKE THIS 1966 EXAMPLE. POWERED BY A SLIGHTLY MOD'ED 302 AND SPORTING ONE OF THE INFAMOUS ELEANOR BODY KITS, THIS LITTLE WHITE FORD IS A GOOD CRUISER, BUT IT COMES WITH SOME OF THE COMMON PROBLEMS OF AN OLD CAR. AND WE BROUGHT A DECIBEL METER TO MEASURE HOW LOUD IT IS.

(TOMMY)>> NOW TO MAKE THIS WORK PROPERLY WE'VE GOTTA SHUT UP FOR A MINUTE AND LET IT CALCULATE IF YOU WILL. AND THEN WE'LL COME BACK AND DO WHAT IT SAYS. SO HERE IT GOES. EVERYBODY QUIET AS A MOUSE. WELL OKAY, AFTER LETTING IT RIDE AROUND FOR A BIT, 55ISH, AND IT COMES TO RIGHT ABOUT 93. IT ISN'T THE QUIETEST CAR EVER.

(MARC)>> NAH, IT'S NOT REALLY.

(TOMMY)>> WHAT DO YOU THINK IT'LL DO OUT

ON THE INTERSTATE?

(MARC)>> IT MIGHT GO OVER 100.

(TOMMY)>> GET IT SON! WE'RE ON IT BOY, WOO!

(MARC)>> ALRIGHT SO WE'RE UP TO HIGHWAY SPEED ON THE INTERSTATE DOING 70, AND THE RPM IS 3,300.

(TOMMY)>> OKAY ON THE INTERSTATE WE HAVE AN AVERAGE AT ABOUT 97. THIS CAR IS DEFINITELY WAY LOUD. IT SAYS THAT THAT IS PRETTY MUCH LIKE CAR HORNS OR EVEN A CONCERT. WE'VE ALL BEEN TO THOSE THINGS AND WHENEVER YOU

LEAVE IT FEELS LIKE YOUR HEAD'S FULL OF COTTON. YOU STRETCH THIS THING OUT ON THE INTERSTATE FOR AN HOUR OR TWO, YOU'D BE WANTING SOMETHING DIFFERENT.

(MARC)>> YOU'D BE READY TO GET OUT. I'M ABOUT READY TO GET OUT NOW. I SAY WE GET OFF AT THIS NEXT EXIT UP HERE.

(TOMMY)>> SURE! SO IN ORDER TO MAKE IT A MORE COMFORTABLE CRUISER WE'VE GOT TO BRING THE RPM'S DOWN ON THE HIGHWAY. THE BEST WAY TO DO THAT, WELL, IS TO SWAP THIS THREE SPEED AUTOMATIC OUT FOR AN OVERDRIVE. NOW AFTER TAKING OUR OLD MUSTANG FOR A FIELD TRIP WE DEFINITELY NOTICED THAT IT COULD USE A FEW UPGRADES TO BRING IT INTO THE 21ST CENTURY. NOW THAT'S A PRETTY GOOD OLD CAR BUT THAT'S EXACTLY WHAT IT IS, AN OLD CAR. THE STEERING AND BRAKES, WELL THE DEFINITELY COULD USE SOME IMPROVEMENT, AND WHILE RIDING ON THE HIGHWAY IT WAS DEFINITELY LOUD AND THE RPM'S WERE WAY UP THERE. SO TO BRING THEM DOWN WE'RE GONNA INSTALL AN OVERDRIVE.

(MARC)>> NOW EVERYBODY KNOWS THAT BANGING THE GEARS IN A STICK SHIFT IS A LOT MORE FUN THAN ONE OF THOSE AUTOTRAGICS. AND AN OLD FOUR SPEED'S NOT GONNA GET US THAT OVERDRIVE THAT WE'RE LOOKING FOR.

(TOMMY)>> AND TO GET ALL THAT DONE WE'RE GONNA BE USING THIS TFIVE FIVE SPEED THAT WE GOT FROM AMERICAN POWERTRAIN. NOW THIS THING'S GOT A FINAL RATIO OF POINT SIXTHREE, AND WHAT THAT KINDA TRANSLATES TOO. IF YOU'RE RIDING ALONG ABOUT 3,000 RPM, YOU DUMP HER INTO OVERDRIVE, WELL YOU'LL BE SITTING AT ABOUT 1,900, AND THAT'S GONNA BE JUST UMM, OH SO SWEET!

(MARC)>> OF COURSE THERE'S A BUNCH OF LITTLE THINGS YOU'RE GONNA NEED TO COMPLETE A TRANSMISSION SWAP LIKE THIS. YOU NEED A CROSS MEMBER THAT'S SPECIFIC FOR YOUR VEHICLE, MOUNT, OF COURSE YOU'RE GONNA NEED A CLUTCH

PEDAL, SPEEDO CABLE, HARDWARE, AND BELL HOUSING. NOW THERE'S DIFFERENT BELL HOUSINGS DEPENDING ON YOUR POWER LEVEL, BUT FOR OUR APPLICATION THIS OEM UNIT WILL BE JUST FINE. NOW WE CHOSE THIS SUPER STREET CLUTCH KIT, WHICH COMES WITH THE FLYWHEEL, PRESSURE PLATE, AND CLUTCH DISC, WHICH IS A KEVLAR ORGANIC BLEND FOR INCREASED LIFE AND DURABILITY. NOW YOU COULD COMPLETE YOUR CONVERSION WITH JUST THOSE PARTS LISTED COUPLED WITH A FACTORY STYLE MANUAL CLUTCH FORK SYSTEM, BUT FOR US WE DECIDED TO GO WITH A HYDROMAX HYDRAULIC CLUTCH SYSTEM FROM AMERICAN POWERTRAIN. THE CENTER PIECE IS THIS HYDRAULIC RELEASE BEARING, AND IT'S FED BY THIS MASTER CYLINDER WITH A PROPRIETARY HOUSING AND BRACKET ASSEMBLY.

BUT BEFORE WE CAN INSTALL ANY OF THOSE NEW PARTS WE NEED TO GET THE OLD ONES TORN OUT. ON THIS PARTICULAR CAR THE FIRST THING WE'RE GONNA HAVE TO DO IS GET THE DRIVER'S SIDE HEADER OUT OF THE WAY. THE REASON WE HAVE TO DO THAT IS BECAUSE THE BELL HOUSING IS TOO BIG TO FIT BETWEEN THE COLLECTOR TUBES. SO ONE OF THEM HAS TO GO.

NEXT UP IS GONNA BE THE DRIVESHAFT.

WATCH OUT FOR THE OIL WHEN IT COMES OFF THE TAIL SHAFT. THEN WE CAN START WORKING ON GETTING THE BELL HOUSING LOOSENED UP, AS WELL AS SLIPPING THE STARTER OUT OF THE WAY.

WE'LL SPIN THE ENGINE TO TURN THE TORQUE CONVERTER SO THAT WE CAN ACCESS THE BOLTS THAT HOLD IT TO THE FLEX PLATE.

(TOMMY)>> WE'LL ALSO HAVE TO WRESTLE THESE TRANS COOLANT LINES OUT OF THE WAY. WITH THE CONVERSION TO MANUAL THESE WON'T BE GETTING REUSED.

SO THEY'LL DISAPPEAR WITH THE TRANSMISSION. NEXT WE'LL UNCLIP THE LINKAGE AND DISCONNECT IT.

WE'VE ALSO GOT TO GET THE OLD SPEEDO GEAR PULLED OUT. THE KIT COMES WITH A NEW ONE, WHICH WILL REPLACE THIS UNIT.

(MARC)>> THE CROSSMEMBER IS READY TO BE REMOVED, WHICH FINALLY LETS US LOWER THE OLD CFOUR

AUTOMATIC OUT OF THE CAR.

THERE SHE GOES! THEN OUR LAST VICTIM IS GOING TO BE THIS FLEX PLATE, WHICH OF COURSE WILL BE REPLACED BY A FLYWHEEL FOR OUR BIG, BAD FIVE SPEED. OH AND DON'T FORGET THE SEPARATOR PLATE.

(ANNOUNCER)>> COMING UP, HOW HARD IS IT GONNA BE TO WEDGE A BIG BODIED TRANSMISSION INTO THAT OLD FORD? WELL STICK AROUND AND FIND OUT. THEN LATER ON WE'LL TELL YOU WHY THESE SECOND GEN CAMAROS WERE ORIGINALLY UNAPPRECIATED, BUT THAT'S RAPIDLY CHANGING.

(MARC)>> HEY WELCOME BACK. NOW WE'RE IN THE MIDDLE OF THIS FIVE SPEED CONVERSION ON A '66 MUSTANG. WE GOT ALL THE OLD STUFF OUT AND WE'RE GETTING READY TO PUT THE NEW STUFF IN. FIRST THING ARE THESE DOWEL PINS. NOW THESE ARE GONNA ALIGN THE PRESSURE

PLATE TO THE FLYWHEEL. I'M JUST GONNA GO AHEAD AND GET THOSE INSTALLED FIRST. [ HAMMER TAPPING ]

(TOMMY)>> THE AMERICAN POWERTRAIN KIT WE'RE USING COMES WITH A NEW PILOT BEARING. AND SINCE OUR CAR WAS AN AUTOMATIC, IT DIDN'T HAVE ONE. AN IMPACT SOCKET AND A BRASS HAMMER WILL DRIVE IT INTO PLACE. NOW OUR SEPARATOR CAN BE REATTACHED TO THE BACK OF THE BLOCK. THEN WE'RE READY TO PLUG IN OUR NEW FLYWHEEL.

WE'LL USE SOME RED THREAD LOCKER TO KEEP EVERYTHING IN ITS HOME, AND THEN TORQUE THE BOLTS TO SPEC.

(MARC)>> BEFORE ANYTHING ELSE HAPPENS, WITH THE NEW FLYWHEEL, YOU WANT TO CLEAN THE MATING SURFACE WITH SOME BRAKE CLEANER. THE CLUTCH DISC CAN THEN BE PUT IN PLACE AND ALIGNED USING THE TOOL PROVIDED WITH THE KIT.

THE PRESSURE PLATE IS NEXT, BEING SURE TO LINE UP THE DOWELS FOR A PROPER FIT.

THESE BOLTS GET TORQUED AS WELL TO 35 FOOT POUNDS.

WE'RE GOING TO TEMPORARILY MOUNT THE BELL HOUSING BECAUSE WE NEED TO DO SOME MEASURING. [ IMPACT DRILL SPINNING ]

(TOMMY)>> ALRIGHT GUYS, WE'VE GOT OUR BELL HOUSING

BOLTED UP BUT IT'S ONLY FOR TEMPORARY CAUSE WE'RE GONNA HAVE TO MAKE A MEASUREMENT FROM THE SURFACE TO THE FINGERS OF THE PRESSURE PLATE SO THAT WE CAN SET THE TOLERANCE FOR OUR SLAVE CYLINDER.

(MARC)>> WE PUT A STRAIGHT EDGE AGAINST THE BELL

HOUSING AND MEASURED OFF OF IT TO THE FINGERS WHERE THE RELEASE BEARING RIDES.

(TOMMY)>> OKAY WE'VE GOT OUR BELL HOUSING MOUNTED TO THE TRANSMISSION AND WE'RE READY TO INSTALL THE CLUTCH SLAVE CYLINDER, OR THE RELEASE BEARING, AND WHAT WE'VE GOT TO DO IS REMOVE THIS SMALL BOLT. REPLACE IT WITH THIS STUD BECAUSE THAT'S WHAT KEEPS EVERYTHING LINED UP AND THE HOSES ON THE TOP SIDE. THEN WE CAN MAKE OUR MEASUREMENTS, IT'S THAT EASY.

(MARC)>> JUST SIMPLY REMOVE THE BOLT HERE AND SNUG THIS ONE DOWN.

YOU COULD ALWAYS ADD SOME THREAD LOCKER FOR INSURANCE.

WE THEN SLID THE HYDRAULIC RELEASE BEARING INTO PLACE MAKING SURE TO ALIGN IT ON THE STUD. YOU'LL HAVE TO MEASURE THE THICKNESS OF THE BELL HOUSING AND ADD THAT MEASUREMENT TO THE DISTANCE FROM THE INSIDE OF THE BELL HOUSING FLANGE TO THE SURFACE OF THE RELEASE BEARING.

THEN THE BEARING CAN BE REMOVED TO INSTALL THE CORRECT NUMBER OF SHIMS NEEDED. OURS REQUIRED 320 THOUSANDTHS, WHICH EQUALS FIVE SHIMS. YOU SLIDE THOSE INTO PLACE, FOLLOWED BY THE

RELEASE BEARING, AND YOU'RE READY TO GO. ONE MORE QUICK MEASUREMENT JUST TO MAKE SURE.

(TOMMY)>> SO THAT GIVES US 150 THOUSANDTHS OF CLEARANCE BETWEEN THIS SURFACE AND THE SURFACE OF

THE FINGERS ON THE PRESSURE PLATE. NOW WE CAN GET OUR NEW TRANSMISSION PLUGGED INTO PLACE UNDER OUR MUSTANG. WE'VE GOT TO MOVE THE EXHAUST OUT OF THE WAY JUST A BIT SINCE THE BODY OF THE TRANS IS A LITTLE BIGGER.

THAT'S NO BIG DEAL. WE'RE ALSO GOING TO USE A SCREW JACK TO TILT THE

ENGINE BACK JUST A BIT.

WE'RE FINDING THAT THE KICK DOWN LEVER WILL HAVE TO BE CUT TO MAKE ROOM FOR THE BELL HOUSING, WHICH IS EASY PICKINGS WITH A CUTTING WHEEL. [ SAW SPINNING ]

(ANNOUNCER)>> UP NEXT IT'S THE NIMBLE BROTHER TO THE BIG BLOCK CAMAROS OF YORE. THEN LATER ON WE'LL FINALIZE THE INSTALLATION AND MANUAL CONVERSION ON OUR LITTLE WHITE MUSTANG.

(TOMMY)>> CHEVY FINALLY JOINED THE PONY CAR STAMPEDE IN '67 WITH THE SEXY NEW CAMARO. WHEN IT CAME TIME FOR THE SECOND GEN, FANS HAD TO WAIT A LITTLE LONGER TO GET THEIR HANDS ON ONE, BUT IT WAS WELL WORTH THE WAIT.

(MARC)>> BUYERS WERE IN FOR A RADICAL DEPARTURE FROM THE '69. IT SHARED THE SAME WHEEL BASE BUT THAT WAS ABOUT ALL. LONGER, WIDER, AND LOWER THAN PREVIOUS MODELS, IT TOOK ITS STYLING CUES FROM EUROPEAN SPORTS CARS.

(TOMMY)>> THE ROOF WAS MOVED BACK TO EXAGGERATE

THE LONG HOOD, SHORT DECK LOOK, AND THE REAR GOT ROUND TAILLIGHTS.

MOST NOTICEABLE WAS THE FRONT END, WITH THE WIDE MOUTH GRILL AND HEADLIGHTS MOLDED INTO THE FENDERS.

(MARC)>> A LOT OF PEOPLE REFER TO SECOND GENS AS SPLIT BUMPER, BUT ONLY RALLY SPORTS CAME THAT WAY.

THE PACKAGE INCLUDED THE BUMPERETTES, TURN SIGNALS MOUNTED NEXT TO THE HEADLIGHTS, AND AN EXTENDED NOSE MADE OF ENDURA RUBBER.

(TOMMY)>> THE NEW BODY STYLE ALSO FIXED MANY FLAWS OF THE FIRST GEN, WHICH WAS RUSHED INTO PRODUCTION TO COMPETE AGAINST THE MUSTANG. THE FIRST GENS WERE NOISY AND PERFORMANCE HANDLING WAS SOMEWHAT LACKING. SO GM ENGINEERS ADDED A NEW FRONT SUBFRAME TO THE UNIBODY THAT PROVIDED GREAT RIGIDITY.

(MARC)>> ALL OUT BIG BLOCK POWER COULD BE HAD WITH AN SS 396, BUT FOR MORE REFINED ROAD HANDLING THERE WAS THE RACE BRED Z-28. NEW TRANS AM REGULATIONS ALLOWED LARGER DISPLACEMENT ENGINES. SO Z'S GOT A NEW MOTOR TO REPLACE THE 302. CHEVY DROPPED IN THE LT ONE 350 STRAIGHT OUT OF THE VETTE.

(TOMMY)>> IT MADE 11 TO ONE COMPRESSION, THE HIGHEST OF ANY SECOND GEN, USING SOLID LIFTERS, ALUMINUM PISTONS, A HOT CAM, AND EXTRA LARGE VALVES. FOR A SMALL BLOCK IT MADE BIG POWER, OFFICIALLY

RATED AT 360.

(MARC)>> Z-28'S CAME WITH THE F-41 SUSPENSION PACKAGE, WHICH GAVE YOU HIGHER RATED SHOCKS AND SPRINGS, AND FRONT AND REAR SWAY BARS. PLUS YOU GOT A POSI REAR END WITH UP TO 4.10 GEARS, POWER BRAKES, SEVEN INCH MAG WHEELS, POLY GLASS F-60 BY 15'S, AND A REAR SPOILER.

(TOMMY)>> RACING STRIPES COMPLETED THE LOOK AND WERE EXCLUSIVE TO THE Z-28. THIS MARKED THE FIRST TIME THE BADGING HAD NO SLASH BETWEEN THE "Z" AND THE "28".

(MARC)>> INSIDE THERE WAS A NEW WRAP AROUND DASH WITH GAUGES MOVED FROM THE CONSOLE UP TO

THE INSTRUMENT PANEL. THIS ONE ALSO FEATURES THE DELUXE TRIM OPTION. Z-28'S NOW CAME WITH YOUR CHOICE OF EITHER A TURBO HYDROMATIC 400 OR A HURST FOUR SPEED.

(TOMMY)>> THERE ARE SEVERAL ONE YEAR ONLY FEATURES TO HELP SPOT A '70 CAMARO. LOOK FOR A CHROME "C" ON THE NOSE, BADGING ON THE TRUNK IS UNIQUE TOO. THIS WAS THE ONLY SECOND GEN WITH "CAMARO BY CHEVROLET". INSIDE THE BUCKET SEATS SHOULD BE LOW BACK WITH ADJUSTABLE HEAD RESTS.

(MARC)>> THIS WAS ALSO THE ONLY YEAR THAT Z-28'S HAD A GAS PEDAL THAT HINGED ON THE BOTTOM, AND THE ONLY SECOND GEN "Z'S" THAT CAME WITH A 12 BOLT REAR END.

(TOMMY)>> FRANK MARULLO HAS ALWAYS LOVED THE SECOND GENS.

(FRANK)>> OH THE CAR IS GREAT TO DRIVE. IT DOESN'T REALLY HAVE A WEAKNESS. IT'S GOT A LOT OF POWER, IT'S GOT GREAT BRAKES, AND IT HANDLES REALLY WELL.

(TOMMY)>> AND HIS SON LOVES THEM FOR ANOTHER REASON.

(MARK)>> YOU DON'T SEE A LOT, AND USUALLY WE'RE THE ONLY ONES AT A CAR SHOW. NOBODY REALLY KNOWS WHAT IT IS.

(MARC)>> THAT'S BECAUSE THE SECOND GENS ARE A

VICTIM OF THEIR OWN SUCCESS. IT WAS SUCH A HIT THAT THE NEW BODY STYLE LASTED 11 YEARS, THE LONGEST OF ANY CAMARO.

SO THE '70 USUALLY GETS LUMPED IN WITH THOSE LATER MODELS THAT HAVE FAR LESS HORSEPOWER.

(TOMMY)>> A LOT OF FOLKS JUST DON'T REALIZE HOW UNIQUE AND POWERFUL THE '70 VERSION IS. IT'S A CAR THAT ALMOST GUARANTEES YOU WON'T BE CATCHING ANY Z'S.

(ANNOUNCER)>> AFTER THE BREAK IT'S MODING OUR MUSTANG TO FINISH THAT FIVE SPEED SWAP.

(MARC)>> HEY GUYS, WHILE YOU WERE GONE WE WENT AHEAD AND INSTALLED THE REST OF OUR BELL HOUSING

BOLTS, GOT THOSE TIGHT, GOT OUR URETHANE MOUNT IN PLACE. NOW IT'S TIME TO MOVE ONTO THIS CROSSMEMBER.

(TOMMY)>> NOW WE'RE GETTING NEAR THE END. WE'VE GOT A TRANSMISSION INSTALLED AND WE WENT AHEAD AND INSTALLED THE CLUTCH PEDAL. WE RUN INTO A SMALL ISSUE BUT IT'S NO BIG DEAL. LET ME SHOW YOU WHAT I'M TALKING ABOUT.

WITH OUR CAR BEING AND AUTOMATIC CAR IT HAS A WIDER BRAKE PEDAL, AND US ADDING THIS EXTRA PEDAL, WELL IT'S GONNA HIT. SO WE'RE GONNA HAVE TO DO A LITTLE TRIMMING ON IT. NO BIG DEAL, JUST A SIMPLE CUT. [ SAW CUTTING ]

(TOMMY)>> WELL WE'VE GOT CLEARANCE

BUT IT'S A LITTLE BIT TOO TIGHT. SO WE'RE GONNA TRIM JUST A TASTE MORE.

[ SAW CUTTING ]

(TOMMY)>> YEAH THAT'S A LOT BETTER. [ GRINDER SPINNING ]

(MARC)>> OKAY, SO WE WENT AHEAD AND UNBOLTED OUR BRAKE MASTER CYLINDER AND PUSHED IT OUT OF THE WAY A LITTLE BIT TO MAKE MORE ROOM TO GET THAT BRACKET IN FOR OUR CLUTCH MASTER. ONCE WE DID THAT WE FOUND OUT THAT THIS BRACKET WAS HITTING IT. NOW WHAT THIS IS, THIS HOLDS THE PROPORTIONING

VALVE TO THE BRAKE MASTER, AND WE JUST CUT IT OUT A LITTLE BIT.

NOW IT'LL FIT JUST FINE. WE ALSO WENT AHEAD AND MEASURED AND CUT OUR ROD TO FIT. SO IT'S READY TO GO IN.

THEN WE'LL GET OUR CLUTCH MASTER BOLTED IN PLACE, WE'LL INSTALL OUR RESERVOIR AND THE HOSE THAT ATTACHES TO IT, AND THEN FINALLY OUR PRESSURE LINE.

(TOMMY)>> WE JUST ABOUT GOT OUR TRANSMISSION CONVERSION ALL BUTTONED UP. THE LAST THING WE NEED TO DO IS MEASURE FOR A DRIVESHAFT, AND LUCKILY AMERICAN POWERTRAIN OFFERS THAT SERVICE AS WELL. THEY GIVE YOU A LITTLE WORK SHEET. WE'VE GOT TO DO OUR HOMEWORK NOW. YOU WANT TO MEASURE FROM THE MACHINE SURFACE HERE WHERE THE SEAL GOES ALL THE WAY BACK TO THE CENTER POINT OF THE UJOINT.

(MARC)>> ALRIGHT, NOW WHEN MEASURING FOR DRIVESHAFT LENGTH THE CORRECT WAY TO DO IT IS WITH THE REAR END AT RIDE HEIGHT. SO WE'RE GONNA PUT THESE SCREW JACKS IN HERE, WE'RE GONNA PUT IT UP AT RIDE HEIGHT, AND THEN GET OUR MEASUREMENT. NOW IT MAY NOT BE THAT FAR OFF BUT EVERY LITTLE BIT COUNTS AND YOU DON'T KNOW IF YOUR REAR END IS GONNA MOVE FORWARD OR BACK ONCE YOU LOAD IT.

SO JUST TO BE SAFE WE'RE GONNA LOAD IT UP. NOW WITH THIS YOKE ON THE REAR END A GOOD RULE OF THUMB IS TO HAVE THIS THING HORIZONTAL. THAT WAY YOUR PINION ANGLE DOESN'T EFFECT YOUR MEASUREMENT. GIVE ME A HAD THERE TOM.

THE FLANGE IS THE CENTER OF THE CAP. SO WE'LL MEASURE RIGHT TO THERE WITH THE STRAIGHT EDGE AND IT'S 53 AND THREESIXTEENTHS.

(TOMMY)>> NOW WE NEED TO DETERMINE WHICH JOINT WE NEED. SO WE HAVE TO MEASURE THE JOINT CUP, AND IT'S AN INCH AND A SIXTEENTHS. WHENEVER MEASURING FOR UJOINTS YOU WANT TO MAKE SURE TO PUSH THE CUPS IN ON BOTH SIDES, AND ALSO YOU DON'T WANT TO USE THE LITTLE HOOK HERE ON THE END OF IT CAUSE THAT THING MOVES AROUND AND IT CAN INFLUENCE YOUR MEASUREMENT. LOOKS LIKE WE'RE ABOUT, WE'RE ON THREE AND A QUARTER. LOOKING AT OUR CHART WE'VE GOT 13-10. WELL WE'LL GET ALL THIS INFORMATION SENT OVER TO AMERICAN POWERTRAIN AND WE'LL HAVE US A DRIVESHAFT IN A COUPLE OF DAYS.

(MARC)>> NOW WE DON'T HAVE A WHOLE LOT TO DO TO THIS CAR, BUT WE DO HAVE A COUPLE OF TRICKS UP OUR SLEEVE, BUT YOU'LL HAVE TO WAIT UNTIL NEXT TIME FOR THAT.