The ’79-’95 Fox-body Mustangs are hot, plentiful, and cheap right now, which makes them excellent project cars. Gil Ruiz at Mustangs Etc. found his ’89 GT convertible waiting for a buyer at the grand larceny price of $500.
We know what you’re thinking. However, this is a running, drivable GT drop-top for 500 bucks just to get it out of someone’s driveway. Sure, the car needs cosmetic work and its share of mechanical repairs. However, it was a smoking deal, freeing up cash for restoration and mechanical work that will turn this classic Fox into a reliable fun car. Gil’s GT has a Tremec World Class T-5 transmission in good shape, coupled to a 5.0L High Output engine with Edelbrock Performer heads.
1 The Centerforce Dual-Friction...
1 The Centerforce Dual-Friction clutch assembly takes all the effort out of manual shift driving in classic and late-model Mustangs alike. Also pictured here is the Centerforce steel billet flywheel and the front bearing retainer from Mustangs Unlimited (far right).
When Gil was accelerating onto the freeway recently, his engine revved but his Mustang didn’t accelerate, followed by the aroma of burning friction material and the realization that his 5.0 needed a new clutch. We contacted Will Baty at Centerforce, who recommended a Centerforce Dual-Friction clutch and pressure plate, along with a 50-ounce offset balance steel flywheel designed specifically for late-model 5.0L engines. Made from steel billet, not iron, the flywheel is ready for just about any kind of driving.
2 Gil is also adding a BBK...
2 Gil is also adding a BBK short-throw “Gripp” shifter from Mustangs Unlimited to improve his driving experience.
Centerforce’s patented Dual-Friction clutch comes with a matched pressure plate for feather-light pedal effort coupled with solid hookup as engine revs increase. The Centerforce traditional diaphragm clutch design is married to centrifugal weights that apply more pressure as rpms rise. Gone is that leg-taxing pressure from those old three-finger clutches.
While Gil had his T-5 out of the car, he also added a BBK short-throw shifter (#BBK-2701) and heavy-duty T-5 front bearing retainer (#7050A) from Mustangs Unlimited to improve both durability and his daily driving experience.
3 Gil removes the stock shifter...
3 Gil removes the stock shifter knob, boot, and dust seal to free up his T-5 underneath. Thankfully, late-model Mustangs are easy to work with when it comes to transmission removal and installation.
4 Both oxygen sensors need...
4 Both oxygen sensors need to be disconnected for exhaust system removal.
5 The exhaust H-pipe is disconnected...
5 The exhaust H-pipe is disconnected at the factory shorty headers and ahead of the mufflers, which will free up Gil’s rusted exhaust system. Gil plans to install a new exhaust system soon.
6 Gil disconnects the driveshaft,...
6 Gil disconnects the driveshaft, marking both driveshaft and differential yokes for proper installation later. These are 12mm x 1.75 thread bolts, which call for a 12mm 12-point socket and a 1/2-inch drive wrench. And remember proper torque reading and a thread locker when it’s time to reinstall. Bolt torque is 85 ft-lb in crisscross fashion once bolts are hand-tight.
7 All electrical connections...
7 All electrical connections are disconnected along with the speed sensor and speedometer cable. Exhaust system mounts are part of the transmission mount. Gil needs new rubber exhaust mounts because one is completely missing.
8 With the T-5 supported,...
8 With the T-5 supported, Gil removes the transmission crossmember. What makes a Fox-body crossmember different from classic Mustangs is vibration isolation. Check out the beefy mounts on each end.
9 Gil prefers to remove the...
9 Gil prefers to remove the T-5 first using a 5⁄8-inch socket, followed by the bellhousing. The T-5 is secured with four bellhousing bolts that are easy to access on both sides.
10 Mustangs Unlimited provided...
10 Mustangs Unlimited provided us with a new front bearing retainer for Gil’s T-5. The factory bearing retainer is made entirely of aluminum, enabling the clutch release bearing to wear a groove in the tube.
11 Our #7050A bearing retainer...
11 Our #7050A bearing retainer has an aluminum flange and steel tube for durability.