Junkyard finds...what is possible?

[Diesel JD]

Hey guys, I'm planning to install a T19 as some of you remember. The local pullyard has very few junk trucks with manual transmissions, but I did find 2 possible candidates to cannibalize parts from.
1) 85 E150 with a 4 speed manual(don't know which) it has the clutch pedal assy which I'm told wil work on the F-series as well. The shift lever is real nice and I might grab that as well. It has a slave cylinder that seems to be in good shape. I found that the slave cylinders were the same part number for all T18/19 trannys with hydraulic clutches 80-86 all engines.
2) A 77 F-series with a manual and a 4wd. On the 77 the tower is already gone, but I need a yoke type driveshaft piece which this truck still has and appears to be in good shape. It also has the clutch pedal assy, but I assume it would not work on an 80-86. It also should have the mechanical linkage instead of the hydraulic M&S system. I've thought about using this setup to avoid the expense and aggravation of the hydraulic components. Does anyone know how hard it would be to switch that stuff over from an NP435 to a T19 diesel? Is it even possible? I'm open to suggestions...are these good options or should I just keep looking for something that's a closer match? Thanks,
JD

 

[82F100SWB]

Part number or not, the slave on a small block is not interchangeable with one from a 460/diesel. I'm noit sure about the e-series pedal set, but, I wouldn't bet on it being the same.
What you need to find is an 83-86 truck to get parts from, pedal set is the same F150-350, hydraulics are the same 460 and diesel, and you need a bell etc from a 6.9.
As for mechanical linkage, 80-83 trucks did use that, and you could probably adapt it, but, you are going to need to at the least build a bracket for the engine side pivot for the Z-bar.

 

[subway]

the T19 and the 435 will pysically be almosst identicle and can be interchanged between the two with the same bolt patterns and input shaft for the bell housing and like wise for the transfercase. it will just be geared lower than the 19 with a non syncro first 7.32 vs the the 19 4.1.

i have a set of mechanical pedals from a 81 F150 if you are interested. i am not sure how it will work with a hydraulic bell housing though.

 

[Diesel JD]

Thanks guys I already have the bellhousing and transmission. I still need the pedals and a tranny tunnel cover. I haven't decided for sure whether to go mechanical linkage or hydraulic. Jred I would be interested in your setup PM me on prices and other good stuff OK? Thanks

 

[riotwarrior]

Go Hydraulic for clutch linkage it is a simple setup and once done right it works well.

 

[Diesel JD]

Not to be combative...but why? Mech worked well enough in the 70s Fords people love so much...works good in my Dad's Isuzu...why not here? Seriously...any real problems with it?

 

[CESMITH]

had problems with my 93 F350 ,blowing out slave cylinders but it had duals from the manifolds back and they were very close to the slave. I have to an after market master cyl. and steel slave, no more problems. Also added ATS turbo which moved the pipe

 

[jimraelee]

You are lucky... our pick-a-part yards have some trucks and NO diesels...

 

[-=DeanstuD=-]

You are lucky... our pick-a-part yards have some trucks and NO diesels...

U-Pull it in Sherwood has some. I have some to, what do you need?

 

[7.3shrk]

I would go with a hydraulic. I like the mechanical, and every hydraulic I had (GMC, Jeep, etc) has had problems at one time or another, (not yet with the F-250), but for ease of set up, it sounds like your best bet. Once I solved the problems I had with the others, The clutches worked great.

 

[The Warden]

Not to be combative...but why? Mech worked well enough in the 70s Fords people love so much...works good in my Dad's Isuzu...why not here? Seriously...any real problems with it?

I think the biggest problem will be adapting it. I've never dealt with a Ford mechanical clutch linkage, but IMHO there aren't any serious problems with the hydraulic system...if you get air in the system, it's a pain to get the air out, but that happens so seldom that I would not worry about it.

One of the biggest lessons I've learned from towcat over the years (and, yes, I admit that I don't always adhere to it ) is, there's no need to reinvent the wheel, unless the part you're re-engineering is an inherently weak design (the firewall, for example, but I don't think a mechanical linkage is really going to help there). While I doubt that there are any problems with the mechanical linkage (except the adaptation process), I tend to think that you're creating more work for yourself than is necessary, for minimal (if any) gain. I rather doubt that getting an IDI bellhousing to work with a mechanical setup will be an easy undertaking, and I rather strongly think that doing so is simply not worth the trouble. And, even if you do get it to work, it's going to take some custom parts...and, if one of these parts fails when you're on the road, what then?

Not trying to be militant, but just trying to give you something to think about...

Regarding the floor pan insert, I haven't seen an insert from a C6, but I imagine that it provides more clearance than one from a T-19. If you're pressed and can't find a T-19 insert, you can probably cut a hole in the C6 insert you have for the gearshift lever...although I personally wouldn't do this unless it proved to be necessary (and, certainly, I'd test-fit the pan insert around the T-19 {with the gearshift lever removed} before modifying it)...

Just my $.02 on the matter

 

[jimraelee]

U-Pull it in Sherwood has some. I have some to, what do you need?

thanks Dean for your offer... I will remember that ( no Im actually lieing... I will forget you offer in a few hours) but I more just like to snoop around... Im kind of a crack ****** at a new pick-a-part. Im always grabbing something to either put on my current rig, or just to have for later projects...

 

[subway]

the only custom part i could see needing is the pivot point that mounts on the engine or tranny for the z-bar and maybe a custom length push bar on the throw out bearing arm if the old one does not have enough adjustment. i have used and driven mechanical linkage clutches for years and the only real complaints i have is the higher pedal effort required. most of that was solved with replacing the crappy metal on metal pivot points with some tractor tie rod ends. makes them smoother and easier to push, plus they should out last the vehicle.

as far as breaking down on the road i would rather have a mechanical linkage, how are you going to fix a hydraulic set up if you blow a master, slave, line or loose your fluid unless you have new parts in your truck? you will have to adjust a mechanical set up once in a while for clutch wear but they are a realiable set up. not trying to flame i like both, but if i was picking from a blank plate i would lean towards mechanical. i have had hydraulic they feel nicer and self adjust but if they fail and you are usually dead in the water where mechanical will just need adjusting if anything, never had one fail.

i circled the replacement points for joints.

 

[riotwarrior]

Not to be combative...but why? Mech worked well enough in the 70s Fords people love so much...works good in my Dad's Isuzu...why not here? Seriously...any real problems with it?

I say Hydraulic because of the simplicity of the entire system. Two bolts to hold the MC to the firewall....one linkage connection to the pedal....a hydraulic line to a SC and a mount....no complex linkage that could be bound up in a twisted situation or mounts to come loose....Nope KISS works for me...and if need be I can keep a whole complete bled MC line SC on the shelf in case I wreck or have issues with the one in the truck....so easy to work on and change...

JM2CW

 

[Diesel JD]

I really like the mech. system...why would the linkage be any different for an IDI than for any of the other engines that have used this? I know that the diesels really only ever used the hydraulic unit. How are the two systems different? I know the hydraulic system uses hydraulic pressure to actuate the clutch release bearing where the mechanical system uses mechanical effort transmitted from the pedal to the bellhousing.