"StoneCold" (StoneCold) 05/19/2015 at 10:59 • Filed to: Bad ideas, mustang

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This seems so doable. How hard is it to design a transfer case and have a shop build it?

“A bone-stock Boss 429 engine and Ford C6 automatic transmission were turned around backward and installed in a removable rear subframe, with the engine centered directly over the rear axle. A unique transfer case, built by or for FoMoCo especially for this project, re-directed the output 180 degrees and sent it to a 9-inch Ford rear axle, which was converted to independent suspension with fabricated half shafts and u-joints. A specially cast axle housing incorporated an engine mount and pickup points for the Koni coilover shocks and rear control arms. Simple and straightforward, the drop-out drivetrain module was obviously devised with assembly-line production in mind.”

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MontegoMan562 is a Capri RS Owner > StoneCold 05/19/2015 at 11:21

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Probably easy...if you’re loaded.

RamblinRover Luxury-Yacht > StoneCold 05/19/2015 at 11:24

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Well, it’s a lot easier to rework an existing transfer case than make something all new. In this case (heh), you’d use a short output shaft C6 (for 4wd setups), a NP (New Process) 205 transfer case with a cap on the rear driveshaft output, and go nuts. The biggest trick is to avoid having lots of forward gears and one reverse if you do that. Either you’d need special gears cut for the NP 205, or you’d need a special diff pumpkin, I think.

Brian, The Life of > StoneCold 05/19/2015 at 11:25

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Finally! A classic Mustang that doesn't push corners!

Arch Duke Maxyenko, Shit Talk Extraordinaire > StoneCold 05/19/2015 at 11:29

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Much easier to just use a transaxle

RamblinRover Luxury-Yacht > Arch Duke Maxyenko, Shit Talk Extraordinaire 05/19/2015 at 11:41

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Nonsense, Poopypants!

StoneCold > Arch Duke Maxyenko, Shit Talk Extraordinaire 05/19/2015 at 11:42

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Surprisingly hard to find. The ones like the Pantera’s are unobtainium. Would have to modify an existing one from a different make. Maybe the Chevy powered Ferrari 360 would be a good reference point. Unless he just adapted it to the stock transaxle, then back at square one.

Good thing this all files under ‘bad ideas’

XD

RamblinRover Luxury-Yacht > Arch Duke Maxyenko, Shit Talk Extraordinaire 05/19/2015 at 11:45

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(less Ace Ventura response) Yes and no: To use a transaxle of a “normal” type here would involve moving the rear axle or putting the engine *in* the cab *and* lengthening it. Going Oldsmobile style with a reverser makes it heavier, sure, but involves less fuckery to the body and produces a more practical setup *based on* the existing Mustang. You even have a usable trunk!

Arch Duke Maxyenko, Shit Talk Extraordinaire > StoneCold 05/19/2015 at 11:47

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Use a 911’s and flip it.

StoneCold > RamblinRover Luxury-Yacht 05/19/2015 at 11:49

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Being at a college with a few CNC machines in one room and tons of other fabrication equipment makes this whole endeavor seem much more doable than it probably is. But man, it would be a sweet senior design project: Easily installed mid-engined Mustang. I bet Scott Drake or someone would pick it up. The Hemi under Glass would have competition.

StoneCold > Brian, The Life of 05/19/2015 at 11:49

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Wheelies. Wheelies everywhere.

Arch Duke Maxyenko, Shit Talk Extraordinaire > RamblinRover Luxury-Yacht 05/19/2015 at 11:49

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Where that engine is, is the mustang’s cab

BoxerFanatic, troublesome iconoclast. > StoneCold 05/19/2015 at 11:50

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“European style transaxles” such as the one in the Pantera, are much easier to come by now than they were...

But I can imagine that a 4x4 transfer case could be somewhat easily modified for permanent engagement, and deleting the longitudinal output, leaving just the 180-degree output as the main output drive.

This is a similar ‘backwards-mid-engined’ drivetrain layout to mid-engined, RWD-only Lamborghini V12s, such as Countach, Diablo, and special edition RWD-only versions of Murcielago and potentially Aventador... and the application of AWD in the optional Diablo, and standard on Murcielago and Aventador is clearly quite directly implemented with a driveshaft to a front axle differential.

This layout makes a lot of sense... The only significant difference between this and a DeLorean/Renault Alpine/Porsche 911 rear-engined layout is that the axle shafts come from the transaxle, forward of the engine block’s location in the car, rather than the rear differential being divorced from the gearbox, and situated aft of the engine’s position, which places the drivetrain’s center of mass forward, rather than aft ward of the axle’s suspension, and within the car’s wheelbase.

It actually makes a lot of packaging sense, and leaves most of the accessory drive, as well as potential for timing belt service if required on an OHC engine, available and easily accessible, rather than the ‘nose’ of the engine jammed into the middle of the car, up against the rear cabin bulkhead/firewall, and places the gearbox tail much closer and in direct line with the shifter in the interior on manual-gearbox equipped examples, albeit with the linkage reversed.

RamblinRover Luxury-Yacht > Arch Duke Maxyenko, Shit Talk Extraordinaire 05/19/2015 at 11:53

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Admitted, but it could be even worse, is my point. It has used all the cab that can be spared. There is no more cab, not for orphans, not for anybody. If the engine were *in any way* further forward of the axle than it is, there wouldn’t even be room for anyone but an achondroplastic to drive. Which it would be, with pretty much any true transaxle brought to market. So, stretch the body 8”+, move the rear wheel position 8”, or just make a couple of special parts - I think the answer is clear.

Arch Duke Maxyenko, Shit Talk Extraordinaire > RamblinRover Luxury-Yacht 05/19/2015 at 12:06

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RamblinRover Luxury-Yacht > StoneCold 05/19/2015 at 12:12

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The really funny part is that you’d have an opportunity to build said transfer case as a two-speed like original. It’d be just like having a two-speed rear end, and apart from weight, better than a quick-change. The difficulty in putting it back together *reversed* is that very few heavy duty diffs are reversible. A normal transfer case goes input shaft, intermediate shaft, output shaft, or straight from input to (front) output with a chain, and both of those produce same-direction turning. Since the case isn’t big enough to make two hugeungous gears to drive the input straight to the output, you’d probably have to either redrill the case for two intermediate shafts or go to the intermediate shaft with chain (from, say, a NP205) either on the input or output. If you didn’t mind lathing the centers out of existing gears or sprockets and lathing down other pieces to use as cores, you’d only need the services of a machine tool qualified welder, not precision spline machining.

RamblinRover Luxury-Yacht > Arch Duke Maxyenko, Shit Talk Extraordinaire 05/19/2015 at 12:14

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Still too much. That axle centerline is nearly two feet behind the center of the motor, rather than about 3”.