If you’ve been following the progression of my automatic-to-manual project, you already know the automatic and its peripherals have been pulled out of my ’76 Trans Am. Now comes the next thing, which will be the installation of some of the manual bits n’ pieces, such as the new clutch (and brake) pedal as well as the Z bar and some of the linkages that will eventually connect the clutch pedal to the clutch itself.
Some have asked me – cautioned me – about these bits n’ pieces, as in maybe I won’t be able to find them all. Good news – and not just for me: They are all readily available, brand-new and not expensive, either. Behold!
I got new pedals, including all the bushings and necessary nuts and bolts, plus a Z bar, clutch fork, the various linkages and springs – brand new, so there’s no worry about scrounging around eBay for sketchy old parts.
There’s something else that’s pretty cool, too – as in very helpful to people like me who are wanting to do this swap. It is that Pontiac (GM) drilled the necessary holes in the subframe for important manual attachment points like the bracket that manual cars have for the Z bar assembly even if the car left the factory with an automatic. You do have to tap threads for the holes; but the holes are there and exactly where you need them to be to mount that all-important Z bar bracket.
I hope to have the new pedal assembly installed in the next several days. I have ordered and await a pilot bushing which will go into its place in the back of the crank after I pull the automatic flywheel, which I hope to remove later today.
In a couple of weeks, I hope to be able to order the manual flywheel and clutch/pressure plate. One of the great things about that is it’s much easier to install those things than it is to get an automatic transmission back in the thing – because the flywheel is relatively light and manageable by one man, by hand. An automatic isn’t. You generally need the help of a floor jack and maneuvering it into alignment with the mounting points on the back of the engine is a workout (though you can make this job easier by installing some studs in the bolt holes on either side of the back of the engine and use them to guide/align the transmission into position).
I’m hoping to be able to order the bellhousing by Feb (funds permitting) and then I can finish all the pedal linkage stuff. Once that’s done, the only thing left to do will be to install the factory Super T-10 four speed, which will be easy also – once I scrounge the money to pay for it!
More to come.
. . .
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