ager to get the worlds first 100-percent aftermarket classic truck into paint, there were a couple things we had to keep reminding ourselves, like "drill all the holes in the cab BEFORE we paint it" and "DO all of our welding on the frame BEFORE it goes to powdercoating." These don't seem like things that we're likely to forget, but deadlines along with the thought of the finished product definitely makes you want to move on to the more rewarding aspects of the build.
For this month's installment we're temporarily bolting up the Smeding Performance 351 crate engine and TCI transmission, and building a rack to house the 14-gallon Polyethylene fuel tank that will be located under the bed floor--and boy are we glad we did. As it turned out, when we set the engine and trans assembly down on the mounts and attempted to get a level reading, we encountered a few problems. First, our rear-sump oil pan made contact with the crossmember on the Walton chassis. This happens from time to time, and most crossmembers are built extra-rigid with this in mind. Jason Scudellari got busy with the plasma cutter and welder and built in a notch to remedy the situation. Jason also made spacers to allow the transmission mount about an inch lower, making the carburetor base on the Edelbrock manifold sit perfectly level. The last issue was the transmission's interference with the reinforced cab floor. A relief hole had to be cut and a new cover for that area will be fabricated later. The fuel cell is a good fit for the rear of the chassis, but Jason had to make provisions for it to sit in place. He fabricated a cradle out of 1x2-inch steel and used the straps that came with the fuel cell to lock it into place.
As with every installment of our '56 buildup, unless we tell you different, each and every component, part, or kit you see is available directly from Sacramento Vintage Ford and is ready to ship. Give them a call or log on to the Web site for more information. And stay tuned for next month when we install the Lokar pedals and accelerator cable, along with the ididit steering column and VDO gauges.
The first order of business...
The first order of business was to get the engine and trans out of their crates and bolted together. We will get more in depth with both of these items during the final build. For now, we just want to make sure they fit.
Unfortunately, the only motor...
Unfortunately, the only motor mounts we could find were stockers from the parts store. They're not the best looking but they'll definitely do the job.
Energy Suspension provided...
Energy Suspension provided the polyurethane trans mount, which we also attached.
We set the engine and trans...
We set the engine and trans combo into place over the mounts and noticed we had a few problems.
The crossmember had to be...
The crossmember had to be notched to accommodate the rear-sump oil pan. Jason cut the area out square so he could use the piece he cut to weld back into the area later. Then he cut some small squares out of plate steel to fill the ends of the notch. Now there was plenty clearance for the oil pan.
On to the next issue. The...
On to the next issue. The trans needed to sit lower for the engine to be level, so Jason made four spacers from some heavy-wall tubing that did the trick.
While the bellhousing was...
While the bellhousing was fine, the body of the trans was pressed up against the cab.
Jason measured the area to...
Jason measured the area to be cut from underneath and transferred it to the cab floor.
Although the hole grew in...
Although the hole grew in size a bit, Jason opened up the corners with a hole saw.
The cut was finished up with...
The cut was finished up with a cutoff wheel and the engine and trans was bolted up solid.
Now the bolt would slide freely...
Now the bolt would slide freely through the engine mount as well.