Thanks for the info. I am about to install my TKX. First step will be the new clutch and pressure plate. Then time to bolt the trans to the bellhousing, and measure and fix any runout. And I expect I'll need a shorter driveshaft. So, a few questions, to help me not mess it up too much: 1. What significant snags did you encounter, and which one was the biggest snag? The cross member or something else? 2. Why did you need a custom pilot bushing? 3. What did you do about a driveshaft? Have your stocker shortened? Or did you go with a new, custom-made one? If so, was it one of Am. Powertrain's expensive (IMO) ones? Thanks.
Clean the bellhousing and block mating surfaces to bare metal. Mount the bellhousing and torque to spec, then index it. You want the transmission to be dead on inline with the crank. Make sure there is no binding and correct spec on the input shaft bearing in the flywheel, measure before and after, and that it is not seated too deep. The other thing is to make sure you have correct pinion/driveline angle when you're done. I have Bob Guzman build all my driveshafts. Action Machine Inc. 1847 Prairie Ave South Bend, IN 46613 (574) 287-9650 www.actionmachineinc.com bobg@actionmachineinc.com
I have decided to put the TKX in my '68 in the next few months. (Hope to have it ready for the Nats). I have always loved a pedal car if it is more than a method of transportation. I get all twitchy when I go fast, and shiftin' keeps both my feets and hands busy as well as all my brains. (and the voices...) People in my family are shifty, just ask Prudhomme or Garlits.
Brown Santa brought my TKX. Pulled the ST400 and did fit check for drive shaft (need to cut 2.5") and locate shifter cutout. Gonna be busy for a bit. Plan on bringing it to the Nats!
I look forward to seeing it at the Nats! A buddy of mine put a TKX in his 62 Ford Falcon, it shifts like a dream.
As for mine, it's sitting next to my GS, still waiting for me to bolt it in. Life got busy, so I had to postpone the installation but hopefully I will find time in the next month or so. I do have the new input bushing in, I think it's centered where it should be. I had to press it in and then remove it (using the bread technique) 5 times as I resized it so the fit wouldn't be too tight.
I see that Scott's TKX came from MDL. Who did you order yours from? Also: For you, Scott, and anyone else who has bought a TKX: What oil will you put into it? I am STILL not sure what we're supposed to use (other than Tremec brand oil) that keeps the warranty valid.
MDL also. My TKO I use AMSOIL Synth, Synchromesh. In the TKX the AMSOIL "Signature" ATF Synth. The TKO uses solid bronze synchros and the TKX uses carbon faced/bronze sintered synchros, and both AMSOIL products are yellow metal safe. The Amsoil ATF is Dexron III/Mercon spec, and that is what TREMEC recommends (DEX/MERC). The TREMEC HP-MTF is their "brewed and branded" lube, seems to be heavier viscosity and quite a bit more cost. TREMEC said using Synchromesh in the TKO and Dexron III/Mercon spec ATF will not affect warranty. My TKO in the '64 has been flawless, and I expect the Amsoil ATF to be fine. Modern Driveline pushes a lot of TREMEC trannys out the door, and they are pretty set on the AMSOIL lubes. So it is either less callback/warranty issues or they get a heck of a deal on the oil. My 2 cents. (all I got left after buying these things...) YMMV (yer money may vary)
MDL said I could use any Dexron 3 as long as it was non-synthetic for break-in. They also recommended their HP lube but was not necessary
Tired me, posted in the wrong thread... https://v8buick.com/index.php?threa...oom-with-the-drive-shaft.385552/#post-3400641 18.5 MPG with some "blasts" cuz I could...
