T5 Tranny conversion- shift issues

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   Sorry - working from a cell phone on vacation in B. F. Texas. I think I got the link fixed now - page 7 shows the amount I removed.

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Greyhounds_AMX Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Nov/14/2009 Location: Kansas City Status: Offline Points: 1268	Post Options Post Reply Quote Greyhounds_AMX Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 9:31am
	Sorry - working from a cell phone on vacation in B. F. Texas. I think I got the link fixed now - page 7 shows the amount I removed.
	1968 AMX 390 w/T5

Greyhounds_AMX Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Nov/14/2009 Location: Kansas City Status: Offline Points: 1268	Post Options Post Reply Quote Greyhounds_AMX Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 9:48am
	The drawing on page six shows two possible bind points. Also the pilot bearing can bind, I have another post related to that here: http://theamcforum.com/forum/390-pilot-bearing-concerns-t5-swap_topic72192.html
	1968 AMX 390 w/T5

uncljohn Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Jan/03/2013 Location: Peoria AZ Status: Offline Points: 5394	Post Options Post Reply Quote uncljohn Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 10:23am
	Providing all of the parts are used as they should have been the only time I have worked with people having this problem is that they used a Ford clutch disc rather than an AMC clutch disc in the pressure plate,. Assuming of course it is an AMC pressure plate being used.
	70 390 5spd Donohue 74 Hornet In restoration 76 Hornet, 5.7L Mercury Marine Power 80 Fuel Injected I6 Spirit 74 232 I-6, 4bbl, 270HL Isky Cam

Greyhounds_AMX Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Nov/14/2009 Location: Kansas City Status: Offline Points: 1268	Post Options Post Reply Quote Greyhounds_AMX Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 11:12am
	The Centerforce DF uses a Chevy pressure plate and a Mustang clutch disk (dimensionally).
	1968 AMX 390 w/T5

scramboy Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Nut Joined: Apr/12/2009 Location: new york Status: Offline Points: 459	Post Options Post Reply Quote scramboy Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 12:12pm
	You'll get it worked out it will be worth the effort I did it in my AMX best decision I ever made. Vastly improves the drivability. I used the same Hays pp with a Hays mustang disc. I have no experience with Centerforce products. I was also able to find a rare Jeep scattershield. Persevere it will work out.

DaemonForce Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Jul/05/2012 Location: Olympia, WA Status: Offline Points: 1070	Post Options Post Reply Quote DaemonForce Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 12:17pm
	Is there any advantage to dropping $$$ on a Centerforce clutch? I start seeing words like "performance" clutch and really wonder if that should be the first thing to avoid. :/

uncljohn Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Jan/03/2013 Location: Peoria AZ Status: Offline Points: 5394	Post Options Post Reply Quote uncljohn Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 1:10pm
	Some where around 1993 I replaced my T-10 with a WC T5 using all AMC parts as needed. The Flywheel, clutch and pressure plate were all re-used. The throw out bearing was compatible with the bell housing removed from a T4 application on a Pacer 6 cylinder engine. 23 years and another 50,000 miles there has not been a problem with things. As to other brands of components I have no comments on how they may be used or fail.
	70 390 5spd Donohue 74 Hornet In restoration 76 Hornet, 5.7L Mercury Marine Power 80 Fuel Injected I6 Spirit 74 232 I-6, 4bbl, 270HL Isky Cam

scott Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Jul/10/2007 Location: Wildwood Pa. Status: Offline Points: 3502	Post Options Post Reply Quote scott Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 3:03pm
	I had a similar problem with my T5 swap. Its a little hard to describe what was wrong, but I'll do my best. The flywheel has the surface the clutch disc rides on. Then there is a recess in the center of the flywheel where it bolts to the crankshaft. The clutch disc I used at first had a ring of rivets on the flywheel side, holding the disc components together. That ring of rivets just barely contacted the outer edge of the recess on the flywheel. This bound up the clutch, not letting it release like it should. I had the car on jack stands, & couldn't shift the transmission, or get the rear wheels to stop spinning. I tried a different brand of clutch & the rivets were placed in a smaller circle, so they didn't hit the flywheel. Worked fine after the disc swap. It is something else for you to double check when you have it apart. Edited by scott - Mar/21/2016 at 4:58pm

hassyfoto Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Nov/16/2009 Location: Maryland Status: Offline Points: 3378	Post Options Post Reply Quote hassyfoto Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 7:55pm
	Chris, I followed your post (page 6-8) and continued as your did. Unfortunately, I had to guess at the thicknesses, as I do not own a micrometer. Anyway, bought 3/16 inch aluminum plate, made a template and created the spacer to go between the tranny & bell. I also shaved down the hub of the clutch Using you photos & rough guesstimating. I will reassemble everything tomorrow and see what happens. I am suspecting that I may need a slightly thicker spacer plate, so I also bought 3/32 inch aluminum plate and plan ( if needed) to make two more thin spacers and add them as needed. Since I have several unknown measurements ( thickness of my flywheel vs. what you have, thickness of your spacer plate vs. what I just created and how much I shaved off the hub of the clutch) I am not sure how much movement I have created for the clearance needed. I am thankful that your responded so quickly, because I really had no idea what the cause was with the shifter issues and was at a loss. I used the Dorman pilot bearing that Fuzzface2 had listed, so, I had no issues there at all. I will update either tomorrow night or over the weekend on the results.
	Murphy's Law: Any given mechanical job you decide to solve alone will imminently require a third hand, at its most critical moment

Greyhounds_AMX Members Profile Send Private Message Find Members Posts Add to Buddy List AMC Addicted Joined: Nov/14/2009 Location: Kansas City Status: Offline Points: 1268	Post Options Post Reply Quote Greyhounds_AMX Report Post Thanks(0) Quote Reply Posted: Mar/17/2016 at 8:07pm
	It sounds like you have a good plan. It might be good to try installing the transmission without the clutch disc. Then you can put it in gear and turn the drive shaft, and if it rotates freely you know the pilot bushing and input shaft are not binding.
	1968 AMX 390 w/T5