FE Power Forums
FE Power Forums => Non-FE Discussion Forum => Topic started by: gregaba on April 09, 2020, 02:19:05 PM
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I would like to run a manual clutch with a C6. I called Broader and FP racing trans but they only do torque converters.
Does anyone know of anyone making this conversion for the FE?
Greg
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I have one, I was told it came from a Logghe funny car. Been sitting unused since the late 70's. can be yours for $1600
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Hi mean Gene
Could you post some pictures when you get the time?
Thanks
Greg
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B&M cruise o clutch.50 year old thinking before converter science woke up.
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I would like to run a manual clutch with a C6. I called Broader and FP racing trans but they only do torque converters.
Does anyone know of anyone making this conversion for the FE?
Greg
https://www.corral.net/threads/new-clutch-c6-tranny-info-for-bb-sb-fords.584004/
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Save up a PILE of cash before you hit the key for the first time! C6 internals are NOT designed to be used with a manual clutch. The lack of "torque convertor cushioning" WILL break parts besides jar your teeth out on a shift. They are horrible on the street. A "modern" slipper or soft lock clutch might help.
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Here ya go
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Thanks for the link.
Read the whole thing. Not to sure who to get to cut the bell housing.
Greg
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I like the stock bell housing. I would assume this would need a complete rebuild?
Greg
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That's the real deal Gene! I changed a few "in the day" . Later models were forced to use a flat plate and scatter shield for safety. Your set up is easily worth what you are asking from a "nostalgia" point. The one you have was a joint effort between Ford and B&M. It is loaded with some special parts like the servo assy , valve body , input shaft , band apply lever and IIRC , Vasco Jet out put shaft material. Tom Grove DID use one because of the convertor explosion in his '66 long nose when he supercharged it after crashing his '67 back east . Not sure about Ronda , M/T did have at least one probably more. Back then it was easy to tell the ones with convertors because of the "convertor lurch" caused by the blower.
Randy
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A friend, Coma Robert Had a 64 GTO, Old New York Street racer.( Was in Car Craft I think it was)
With a L88 and a Turbo Clutch, Had a scatershield. I test drove it it shifted like you was hit with a
sledgehammer in your neck it had sheared the bolts to the ring gear halfway of :o not street friendly
I have the Ronco Magneto and Moroso Mechanical tach from that car here somewhere
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I plan on driving it on the street mostly with about 8 or 10 trips a year to the strip.
It will not be a daily driver as I have other vehicles to drive but just something to play with.
Greg
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Forgot to add for gt350hr
I was planning using a slipper clutch but haven't decided which brand would work best. Will have to do some research.
Greg
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Good thing it had highback racing seats ( In red flake vinyl)
othervice i think the head should have separated from the body :D
after a while. Then 25 something years ago i thought it was cool so was
hardtail Choppers. Today it hurts just thinking about driving either ;D
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Forgot to add for gt350hr
I was planning using a slipper clutch but haven't decided which brand would work best. Will have to do some research.
Greg
I dont think a softlock clutch will help much except when you start. each shift
the clutch is already locked. You dont use the clutch shifting just click in next
"gear". Manual valve body....
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When I was 17 I bought a 52 ford 2 dr. I don't know what tranny it had in it but it hurt when it shifted.
It was so hard that I traded the car. I just couldn't drive it every day. I was in pain when I got to school every day.
Greg
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The parallel universe .. https://brunosautomotive.com/products/
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Imagine then a built L88 with...what? six times the flatheads output? 8)
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The parallel universe .. https://brunosautomotive.com/products/
Mopars Fluid drive from the 40s? :D
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That's the real deal Gene! I changed a few "in the day" . Later models were forced to use a flat plate and scatter shield for safety. Your set up is easily worth what you are asking from a "nostalgia" point. The one you have was a joint effort between Ford and B&M. It is loaded with some special parts like the servo assy , valve body , input shaft , band apply lever and IIRC , Vasco Jet out put shaft material. Tom Grove DID use one because of the convertor explosion in his '66 long nose when he supercharged it after crashing his '67 back east . Not sure about Ronda , M/T did have at least one probably more. Back then it was easy to tell the ones with convertors because of the "convertor lurch" caused by the blower.
Randy
Thanks Randy, I also have the handmade ratchet shifter that came with it- ran it in my Gal with a regular C6 for a while- actually works pretty well
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Did the clutchflite go away because the internals could not take the abuse?
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Did the clutchflite go away because the internals could not take the abuse?
Yes, that and too many races were lost due to breakage, the cost was prohibitve and in some cases (no scattershield) too many drivers were seriously hurt in explosions.
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Torqueflights have a sprag that "hangs" ( binds) and over speeds the rear drum to the point where it self destructs. that sprag is very sensitive to shock loads like wheel hop or breaking a ring and pimion. THAT is what caused NHRA to mandate transmission blankets ( now shields) on automatic transmissions. Chevy flex plates caused us to have "ring gear shields" even though Fords can't explode or lose a 360* welded ring gear. No "segregation" there , we all pay.
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Back in '68 I was a metallurgical process engineer at T&C Livonia. The process section was adjacent to, and part of, the QC lab in the southwestern corner of the facility. The very front of the property was all a two story administration building, with the Exec garage on the west end. There was an experimental group attached, and it was common for there to be tables lining the aisle with projects laid out for inspection. Quite likely what was the very first 'clutch' C-6 was displayed there for more than a month.
The bell was cut off the case and a scatter shield was attached to the front by way of the pump bolts. A hub from a converter had a fabricated trio of arms welded to it, in such a way as to pick up the release fingers for the Long clutch and so drive the pump. There was a plethora of small parts also laid out for inspection.
After it disappeared from the table, Jon Corrunker told me that he had it, or one like it. He was very adept at scoring one-off items that had gone through an exploration/examination program. Racers who worked at T&C and knew Bruno Zava, the Plant Executive Engineer, could count on a steady stream of 'government job' items being available.
KS
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A friend had a Clutchflite in his 340 Duster for a while. I rode it in a couple times. He ran slicks on the street to cushion the blow and I can't imagine trying to run it with radials. It was a real necksnapper for sure, the clutch was a sintered iron, heavy pressure plate one so it was on or off, no slipping.
Gene's tranny is cool. Any idea what car it may have been from? I bought a few parts that I think were from the Snodgrass and Mahnken Mustang, they were from that area.
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Pat Mahnken was an auto trans guy at a Ford dealer here in So Cal.(dare I say Foulger?) . I saw the "canary" race more than once but thought it had a convertor.
The shifter pictured in the other posts is a Logghe shifter for sure. Tommy Grove retrofitted one to the '66 long nose when it got forced into use after he crashed the '67 back east.
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My basic question is "why". Auto trans / converter science is about as good as you can get for performance. And looks like a really good converter can be had for less money than a single disk performance clutch setup which still doesn't include cost of any mods to the trans.
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Chris ,
Convertor technology was in it's infancy in '67 let alone '66. A Cammer on nitro would "balloon" the convertor and destroy everything. Anti ballooning plates came along later and almost by accident. The sprag in the convertor was also a problem and they broke with regularity. We have come a long way since then.
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So, somebody buy this thing! I tried to get Godsey to put it in his funny car lol...
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Forgot to add for gt350hr
I was planning using a slipper clutch but haven't decided which brand would work best. Will have to do some research.
Greg
I dont think a softlock clutch will help much except when you start. each shift
the clutch is already locked. You dont use the clutch shifting just click in next
"gear". Manual valve body....
Actually, depending on how you set it up, it will "drive through" the clutch on a shift. That is how a clutchless transmission works it. The change in power causes slippage, that heat causes it to lock up again. Shift-repeat.
I can't say all soft loks are the same, but the basic parts are. How fancy of a unit you want will determine price. Aluminum pressure ring, billet levers add to the cost.
The real problem will be slow speed driving and putting any kind of load on it. It will drive through it easily and you will need to be very mindful of your RPM's. I could drive my wagon to work everyday and not hurt it. But some people would burn it up before getting down the street. You can't "play" with it unless you run it up to shift rpm. Just something to consider. Back when those clutch flights were popular, every clutch was 3200# and wouldn't slip no matter how hard you tried.