Mopar Muscle Association UK

One of the interesting things was that the proper Ford shifter in 1969 has reverse towards you and down, whereas Hurst's are towards you and up.

The factory big block (390 and 428FE engined Fairlanes) use a two piece Z-bar. See Clutch Linkage 004

The theory is that the two shafts slide together and are locked by the bolt. The spring pushes the two halves outward so that the shaft locks into the ball and felt on the bracket on the 'chassis' rail and the bracket on the engine.

See Clutch Linkage 003 - you are looking through the bulkhead and the rod coming towards you is from the pedal.

This all sounds great but mine was all over the place. I 'spoke' to lots of people about it and it was just wrong, but it worked. It took me a long time to get it all sorted out as it should be. I had 'slop' between the two halves on the Z-bar, effectively an oval rod in an oval hole, But it was a real biatch getting the thing out. I could get the bolt out but, due to access, just physically getting a hand up there to try and compress the spring was a nightmare. I eventually loosened off the frame ball mount (only to find to find the peg that the ball sits on was loose as the weld had snapped) and got it off that way. I then found there was no nylon ball on the engine peg. Plus, through trial and error, due to steering gear and exhaust downpipe, there is one way and one way only to get the two halves, plus spring in place ... and it is easier to remove the booster for access.

I had the two halves welded so that they slip together nice and tightly with no slop, and fixed the loose peg on the frame mount. New nylon balls and felts and it went back in nicely (not too keen on taking it out again). I had to lengthen the actuating rod as for some reason it was too short and I was worried that the ball that pushes on the clutch release arm would pop out.

Set up the free play, hammered the pedal a few times and reset it.

Chris and I have our cars in storage at a bus museum, and I drove the Cobra there, and then went to Chris's house. He is still unwell, so I drove the Charger down to the museum for him. It was an interesting comparison.

The clutch is MUCH lighter on the Cobra, plus, all the pedals are nicely in line. I wouldn't say you can heel and toe, but everything was right there.

The Charger had a nicer, shorter throw on the lever, and the dog leg on the lever brought it much closer to you and nicer to hand, but the clutch was very heavy and the pedals were .... well, who knows where. I had to keep looking down to find the accelerator after braking.

An interesting day.

Let's talk more four speedery ....

A variable length Z bar, very interesting. The MoPar Z bar just has a sliding nylon shell type bush in the inner (clutch housing) end to compensate for drive train movements. This Ford stuff all seems overly complicated to this MoPar man!

Interesting point you made about the pedal positions in the Charger. My Runner suffers the same problem. The accelerator is miles below the brake. This is another area where I will be making modifications. As for the clutch, I hope to be using a certain type of clutch package along with my earlier mentioned modifications to the Z bar / clutch fork. This should result in a dramatically lighter clutch pedal.

So, is that big black sinister looking Ford in the picture your Cobra? (I know little of Fords I'm afraid)

Is it just me or are there very few 4sps in this club..............

JC

Both Chris's Chargers are four speeds, as was his recently sold thrid one, and the 70 Road Runner he had for a while ....

Yes, the Cobra is mine.

Whole bunch of four speed cars in the Fennel garage, although he is fitting Tremec 5 speeds in them. Alway's used to have 4 speed cars myself, but by the time you get into the mid 11's, lack of consistancy and parts breakage tends to get the better of you.

Si' if your serious about rebuilding and keeping your fours speed a shorter throw on that long old stick is gunna make a difference on the track.

looks good