How to Make an AWD Mustang In 20 Minutes! - American GT-R Ep 26 - Project Traction-AWD S550 Mustang

yeah we have all-wheel drive baby we have all-wheel [Music] drive welcome to episode 26 of the all Drive Mustang project project traction my project to convert a 2017 Mustang to all-wheel drive well my last video was a huge success uh it's approaching 250,000 views uh as of this recording and more importantly I've got a lot of great questions and comments about the project in the car and so what I'm doing with this video is I'm going to try to answer some of those I basically have condensed all the previous 25 episodes into about 20 minutes covering all the basic details of the build so as you can imagine there's a lot to cover so let's get right into it the first step was figuring out the all-wheel drive system I use the R32 GTR as my inspiration since I wanted the variable torque split that GTRs are famous for and the fact that like a Mustang they are front engine and normally rear wheel drive the GTRs always power the rear wheels there is not a center differential when the computer determines that the front wheels need more torque a clutch is activated to send power to the front wheels that generation of GTRs uh have a manual transmission with a transfer case mounted directly to the back of it I duplicated this concept by using a GT500 style tr6060 made into a Borg Warner 4440 transfer case used in the uh V8 Dodge Chargers after 2010 the Borg Warner 4440 transfer case was chosen for a couple of good reasons first it is a rightand drop transfer case meaning the output is on the right side of the car this kept the front diff out of the steering linkage and it results in any floor modifications being on the passenger side of the car second it uses the proven Borg Warner torque on demand system which is easy to control with a simple pulsewidth modulated control signal this is the same system used in the 997.2 Porsche 911s and is very similar to the system used in the R35 GTRs to couple the transfer case and a transmission together a C5 Corvette tail housing Modified by Texas drivetrain performance to work on a tr6060 was utilized along with a custom CNC machined adapter plate to make the combination of the transmission and transfer case as short as possible the main shaft of the GT500 tr6060 had to be modified the shaft was shortened by several inches by first resplining the main shaft uh on my CNC mill using a manual indexer the excess length was then cut off using a right angle grinder the shaft is too hard to use a traditional uh grooving tool on the lathe so we had to get a little creative I then had a heat treated 4140 adapter wire EDM to interface the 31 spline shaft to the input of the Borg Warner transfer case and here you can see how it all comes together this is a big step putting the transfer case onto the transmission for the last time after years of planning and over a year of fabrication the next challenge was the remote shifter nothing off the shelf would fit between the transfer case and the body of the car I started out with an mgw shifter meant for a Gen 5 Camaro the base was modified in a CNC adapter was made to mount the shifter to a support bracket bolted to the transfer case the shift Rod is a production Camaro unit that was cut and lengthened to fit the application to incorporate a reverse lockout the upper half of a shifter handle from an mg W mt82 shifter was welded to the lower half of the Camaro shifter handle a reverse lockout gate was machined and then bolted to the Camaro shifter base to prevent you from accidentally shifting into a reverse rather than fifth gear like the stock Mustang uh mt82 shifter you have to push the handle down before it'll allow you to go into reverse to mate the tr6060 to the Coyote engine a QuickTime bell housing was modified to correctly clock the transmission normally the aftermarket Bell housings clocked the transmission about 5° from vertical to point the integral shifter towards the driver with the remote shifter it was better to have the transmission vertical like the OEM TR 6060s and the GT500 I used a bell housing intended for a T56 Magnum rather than a magnum XL since they about 8 in shorter and I wanted the complete assembly to be as short as possible the clutch is actuated by a GT500 concentric slave cylinder that is mounted on a custom CNC spacer used to set the proper clearance between the transmission and the clutch fingers one final modification to the bell housing was to add a little slot to clear the clutch line and going to the concentric slave cylinder or throw bearing an eetti single disc clutch was installed for initial Shakedown cruises of the car after it's boosted the plan is to install a dual dis clutch the last step to finalize the transmission was to figure out a drive shaft solution and incorporate a new transmission speed sensor since the Corvette tail housing I'm using did not have Provisions for one the drive shaft started out as a Ford performance unit intended for a SN 1997 GT500 and was then shortened about 11 in the drive shaft bolted directly to the rear differential but a custom adapter uh was CNC machined for the transfer case side this adapter also Incorporated a trigger so that a stock 2017 Mustang mt82 transmission speed sensor could be used the speed sensor was mounted externally on a bracket that is part of the shifter support here you can see this is the input for the pwm that'll control the the clutch or the torque going to the front wheels and this here is actually a a temperature sensor that I'll have to monitor I guess if you're slipping the clutch a lot it could overheat here's the completed all-wheel drive tr6060 manual transmission it sure looks like my inspiration an R32 GTR transmission but just on steroids after some Shakedown cruises with the completed transmission it was time to tackle the front suspension and first up was the spindles the goal with the front spindles was to keep the stock S550 Mustang front suspension geometry as much as possible while allowing for a front CV axle to this end stock 20188 Mustang magneride front spindles REM modified to accept the rear wheel hubs normally used on the back of an S550 Mustang this allowed the use of a stock Mustang rear outer CV joint on the front the spindles were fabricated by Machining the stock magneride front spindles and then bolting and Welding laser cut and machine parts to the vestage of the existing spindle the results turned out better than expected to allow the CV joint to fit the fabricated spindles Incorporated a 1in drop and the strut amount was moved up about 3/4 of an inch from the center of the wheel to keep a reasonable amount of wheel travel a custom shorter strut was utilized next up on the to-do list was the front differential and oil pan once again taking inspiration from R32 GTRs the front differential bolts to the oil pan and floats with the engine there's then a shaft that goes through the oil pan that drives the CV joint on the other side of the car the differential is a 7 1/2 in Toyota diff from the front of an 86 to 95 Toyota pickup that may seem like an odd choice but it met four critical requirements it was a low pinion it was compact it had a limited slip available and it had the correct gear ratios available that last requirement ruled out most of the more modern all-wheel drive front differentials which generally don't come with the gear ratios compa compatible with the super 8.8 diff in the back of the Mustang what is a low pinion differential and why was it important quite simply a low pinion differential is when the input of the differential is below the center line of the diff this is how most rear differentials are configured on the other hand many front diffs are high pinion since this loads the gears in a better direction for a front application here you can clearly see why it had to be a low pinion the differential is mounted on the passenger side of the car which is the same side as the starter on the Coyote engine and the low pinion allows the diff to be as high as possible without interfering with the starter to interface the differential with the oil pan the diff housing was narrowed and a custom pilot was pressed into the side of it this pilot is used to Center and seal the output to the Cross tube that goes through the oil pan similar to a lot of modern all-wheel drive cars and the older GTRs the oil pan was modified with a cross tube that was as close to the crank as possible there's only about an eighth of an inch clearance between the cross tube and the connecting rods on the other side of the oil pan is a bearing that supports the Jack shaft and the left side CV joint the actual modification and Fabrication of the oil pan was one of the biggest projects of the whole conversion I spent almost a year designing it uh in CAD using a combination of scan components like the differential and a complete solid model I found of the Coyote engine on grabcad I then proceeded to fully lay out all the components in CAD make drawings and then machine them either on my manual lathe or my CNC milling machine here is the holder for the bearing that goes on the driver's side of the car to support the Jack shaft and the driver side CV axle this bearing gets uh pressed onto the Jack shaft that goes through the oil pan using the cad model I was able to design and 3D print some jigs that allowed me to accurately drill the the holes for the cross tube going through the oil [Music] pan [Music] and here's the final product prior to paint I'm happy to say the oil pan does not leak and after a little bit of paint the oil pan was done here is the custom oil pickup tube required to clear the cross tube rods and block before final welding the stock front crossmember or engine cradle had to be modified for CV axle clearance and for differential clearance you can see here right where the CV axle would want to be is this huge hydraulic motor mount and that would never work in the all-wheel drive conversion the solution was to use these much shorter aftermarket engine mounts that provided a lot more clearance the new motor mounts actually bolt to a support bracket that mounts directly to the chassis and not to the crossmember this bracket allows the engine to be supported when taking the crossmember on and off the car this was a huge time saer during the development of the project on the driver's side the stock engine side aluminum bracket for the motor mount was still utilized but for diff clearance the passenger side required a new custom bracket that also incorporates some Provisions to reinforce the differential Mount crossmember ready for paint here's all the final mounts for the rack and pinion and clearance for the diff and then obviously the vertical tubes that come up to join with the body here and provide clearance for the CV axle go right through here uh put some double gussets up here for some added strength after all the welding was complete it was time to paint it black and put it back [Music] the rack and pinion had to be moved to clear the front differential and the CV axle on the driver's side of the car this required lengthening the steering shaft this was done by cutting and Welding it back together with a sleeve using the lathe as a welding fixture to keep everything straight the relocated rack also required installing a bump steer kit to dial the steering back in after finalizing the oil pan and differential location I realized that the stock TOA differential cover was not going to work I thought this would be a good excuse to try to flex my CNC Machining skills I MO up in machined a completely custom front diff cover that allowed the differential to be moved forward substantially while still clearing the AC [Music] compressor [Music] the completed cover turned out better than I ever could have imagined and has given me the confidence to push the envelope on future projects and incorporate 3D [Music] Machining here you can see how the custom diff cover hugs the AC compressor and allowed the differential to be as far forward as possible the the diff cover also ties into the engine mount to help support the loads coming from the differential in addition a CNC bracket ties the pinion side of the differential into the motor mount to complete the triangulation and take some of the structural loads off the oil pan the front drive shaft was custom made and utilizes 1310 size U joints it bolted directly to the front differential but required a custom CNC adapter for the transfer case side some very minor modifications were required to get adequate clearance to the floor next up is the jack Shaft or the shaft that goes through the oil pan to couple the driver's side CV axle the long-term goal is to make a onepiece shaft but to get the car on the road quickly a temporary shaft was made by welding a Toyota axle that fit the differential to a Jeep axle that fit the driver's side inner CV joint [Music] [Music] I'm still amazed how well this turned out you'd be hard pressed to tell this was ever two shafts that were welded together like the Jack shaft temporary front CV axles were made by cutting and Welding some existing axles together as already mentioned the outer joints are rear joints from a V6 or EcoBoost S550 Mustang the inner joints are from a 2005 to 2009 Jeep Grand chery the left side joint incorporates a female spline and interfaces to the Jack shaft the right side had enough material to be remachined and then splined with the appropriate 272 spline to mate directly with the Toyota front differential and here are the completed temporary axles this is the uh driver side which plugs directly into the differential and this is the passenger side which hooks onto the Jack shaft one minor gotcha after the CV axles were installed is that the front sway bar had to be raised for clearance they were spaced up 1 in off the crossmember with some CNC spacers and adjustable end links were used to dial in the preload the exhaust was the final mechanical mod that needed to be done before the iall drive system could be tested out the right or passenger side Cadillac converter had to be moved over slightly to clear the front drive shaft the input flange of the cadal converter was cut off repositioned and then the inside was opened back up again using a die grinder all of that work was a complete success and resulted in this the world's first all-wheel drive S550 Mustang the engineer and me loves this footage and I love to see all the parts of two years of work coming together and Performing flawlessly I think I'm out of breath wow that was over two years of work condensed down into less than 20 minutes actually I hope you found it interesting uh I actually found it interesting going back and looking at footage I hadn't seen in over two years and seeing some new uh details uh if you need to see if you want to see any more of the details please go back there are 25 episodes in each almost every one of those parts I go into much more detail about how they're built if you are interested in that I also hope you also appreciate that why I call it an American GTR and how this this story I told in this episode kind of explains that um it wasn't it's not just clickbait for YouTube I truly used the philosophy the the design philosophy of an R32 or at least the first couple generations of GTR and my basic layout of the concept but then adapted it to an American car American v8 car that will uh soon be boosted so and uh I'm making good progress on the car as you can see it's behind me on the lift again taken apart and as mentioned uh I need to make the real axles and so that's the next episode matter of fact the heat treated material sitting right next to me here so if you want to see that please subscribe and uh hit that notification button and I'll be making some chips hopefully in a couple weeks and until then thanks for for [Music] watching

Channel: No Production Value Garage

Views: 217,022

Keywords: all wheel drive, 5.0, gtr, coyote, supercharger

Id: TLNzXMGMgeM

Length: 21min 5sec (1265 seconds)

Published: Fri Feb 23 2024