1999

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maintenance

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March 28, 1999
Finally an update !!! After many months I finally got under my truck today to see what's what
with that transmission. Here's what I found: Rear seal and tail shaft bearing out of the case,
hanging off of the slip yoke. The bearing was scored inside in 1 place, kind of diagonally and the
yoke was scored and burned where it contacted the tranny case after the bearing fell out. My
best guess is that my driveshaft is a little bit too short and instead of spinning around inside the
bearing like it's supposed to, the yoke actually had it's end against the inside of the bearing and
when the rpm's got high the lubrication disappeared and the yoke spun the bearing out. I'm still
hoping the output shaft is alright--if it is I can fix this pretty quickly. I'm having some trouble
getting the housing off the output shaft--damn hard to reach bolts! I'll get to it in a couple days.
Oh, one last thing--if my guess for why the bearing came out is right then I definitely have to
get a better fitting driveshaft. And since I have to do that I might as well swap rear ends now
because if I do it later I'll have to alter the driveshaft again.

March 31, 1999
The tranny is done. I replaced the tailshaft bearing, oil seal, slip yoke, and speedo gear. Nothing
expensive luckily, though it was pretty labor intensive. Learn a lesson from me here--just
because a driveshaft fits enough to make the wheels spin doesn't mean it fits like it's supposed to.
Next task is to clean up my 9" rear and get it ready for installation. I wanted to use an F100 rear,
but all the dismantlers around here wanted $300-$400 for one. I already own a 72 Ranchero 9" and
I'll use it in spite of the fact that it's about 4" too long. I'm going to use pretty wide tires, and with
offset wheels it shouldn't make a difference.

April 13, 1999
Currently preparing my 72 Torino rear end for installation. I bought a mounting kit from Sac
Vintage that has spring perches, U bolts, shock mounts, and mounting plate (for lack of a better
term). I have to grind off all the old welds from the old spring perches, etc. That's half done.
I'm hitting an expensive case of the 'might as well's'. When I set the pinion angle on the new rear
I should have the truck at it's final height so I 'might as well' put on the mono leaf springs now.
I'll let you know how that goes--probably in a couple weeks.

May 11, 1999
9" rear end was installed today. I ended up not using the Torino rear--I went with the 68-72 F100
rear that I tell everybody else to use. It's the same length as stock, spring perches are in the same
place and the bolt pattern is the same. It's geared 3.50:1 and has much bigger brakes than stock.
It was a relative quickie--it took only about 2 hours to take out the old rear and put in the new.
I need to rebuild the brakes but apart from that it's ready to go. Unfortunately while I had the rear
end out of the truck I noticed a problem--about half my springs are cracked on the right side. So
I'll have to replace those, which will be costly. I still think I can have the truck on the road by the
end of the month though.

May 30, 1999
Lotsa work today! I removed the original rear leaf springs and installed new ones. It's very very
bouncy now--the old springs were absolutely dead. I'm looking foreword to getting new springs
on the front now (except for the cost!). I also installed new brake shoes and drums and hooked my
parking brake up to the 9". This week I have to get some shims to lower the pinion angle. After
that it's just a matter of getting my driveshaft cut to size and I should be driving it soon.

June 8, 1999
I took a stress day from work and did a little work on the truck. The shims are installed, now the
pinion points up 4 degrees from where it was, and is now at the same angle that the old rear end
was at. This isn't the ideal angle (equal but opposite to tranny angle) but I didn't get excessive
vibration before at the same angle so I'm not expecting it now. I had to replace the brake lines on
the rear end--examination revealed that 1 was crushed and the other was badly nicked--worth
$5 and 15 minutes of time to install. Here's an odd development: Since installing the new springs
the right side of my truck is about an inch higher than the left. It's very noticeable. I can't figure
out just why that is--unless 1 spring is just springier than the other. Tomorrow I'm taking my
driveshaft to the shop to get it altered. Depending on how fast they work the truck will move
under it's own power this weekend.

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1999

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My 1950 f1