so im trying to figure out what trans ill be running with, because i need to start looking for aluminum drive shafts. it all depends on the price though. i know the cheapest way out is to get my stock c4 beefed up and put a shift kid and reverse manual valve body in it, but i really want a standard trans. ideally id like the tko600 kit from modern driveline. it allows me to put the trans in my car with no cutting at all. simple bolt in kit, but its $4,400 (which is kind of pricy IMO). so i started looking into David Kee Toploaders and i can get an aluminum one for $2,140. I don't know what else to price out with this trans though, bc i never ran a manual set up. would anyone be willing to name me some parts and give suggestions to what else ill need besides the 4speed trans. i know i need flywheel and clutch and whatnot, but i dont know what brands, as for clutch...ceramic, organic, kevlar? im kinda clueless in this area. or is 4400 or a tko600, kevlar clutch and everything else i need to bolt the trans in the car a good price?

 

Depending on the engine, back in 67 most auto trans motor crank were not drilled for a 4 speed . the end of the shaft that goes into the crank is not drilled out. The pilot bearing goes in the end of the crank.



The pilot shaft (the end of the trans) goes into the pilot bearing.

 

The tko600 is a overdrive trans so if you are going to drive a lot on the highway its better to have a overdrive.

 

my plans are to build a 408w...David Kee sells a brand new toploader (aluminum) for a 351w block for $2,142. so i know that it would work if i bought the trans from him. i would like the overdrive bc of my 3.70 gears i bought for my rear but im not sure if i should pay $4,400 for a tko600. however, it does come with EVERYTHING i need to install it down to the last nut and bolt.

 

Seriously? The 3-speed manual transmission was the standard trans supplied with all Mustangs (and all Ford cars except the Lincoln and Thunderbird) 64-73. All Ford crankshafts were machined to accept the pilot bushing at the rear end. Ford automatic transmissions use a projection or 'nose' on the torque converter which slides into the hole machined for the pilot bushing. So you see, and crankshaft which was not "drilled out" at the back end could not be attached to a transmission of any kind.

 

These are both 390 engines, ones an auto and the other a stick.
You would have to addapt the stick pilot bearing to the auto hole.

 

Adapting the manual to auto or auto to manual is a simple matter of removing or installing the pilot bushing, which comes out quite easily. The crank itself is the same either way. Replacing this bushing is normal when replacing a clutch.



For some applications, such as the Ford smallblock, you can substitute a bearing for the bushing.

 

so, you think that the stick pilot bushing is the same as the torque converter hole? Just how would you make the auto crank into a standard on the engines in my pictures, The auto is way to small for the standard pilot bushing and the standard is way to big for the torque converter. And not only that but pilot bearings and bushings are different sizes. It is standard practice to replace a pilot bearing and bushing when replacing a clutch assembly, That's not what we are talking about.
He has a auto hole in the end of his crank and wants to put a pilot bearing and bushing in the hole, I guess you say that all he has to do is put in the bushing and bearing?
Well OK, Good luck Built 67.

I'm done.

 

I though you were kidding, but I guess not. The small hole in your "manual trans" example is a pilot bushing inserted into the end of the crankshaft. You simply pull the pilot bushing out to us it on an auto trans setup.

To use an auto trans engine with a manual trans, you simply insert the correct pilot bushing in the crankshaft. I have done many such conversions, either on engine swaps with used engines, or when changing from auto trans to manual, or vise versa.

It really is that simple and easy. Built67 will have no trouble with this.