MTFCA Forum

This what I came up with. I'm sure some won't like it. Part of installing the trans requires cutting out 7" of the running board bracket. I had figured on reinforcing it anyway but noticed the bracket is directly in line with the drain plug. I fabricated this from 3/4"x 3/4" cold rolled. It ties together the running board brackets and supports the trans. The trans weighs 32 pounds. Using a T valve spring the rate is 26 pounds at 2". This car does not have a 26-27 motor so felt it needed something. The bracket is 1 1/2" lower than the engine drain plug.

Hi Steve,
Correct some may not like it but & like the way your thinking. I'm installing a Warford in my next speedster so I will have a lot more room than
you have. My thought on this is you only need to support the weight of the Aux. trans so I'm not sure how much good pushing it up with a spring
will be but mounting it that way will make changing the oil in the Warford a little complicated. I plan on using a belly support or Lizzies girdle
as they are called so that it supports the weight but doesn't restrict the frame movement. Just a thought.
Craig.

I have a new Warford in my Mercury. I made a cross member/battery box with a bracket to support the warford. It is a simple triangular plate that bolts to two of the warford rear bolts and a single bolt through the cross member so it supports the weight but can twist. I also run a pan sling due to the extra weight of the Rajo and Warford.

Andy

Remember that the Warford is connected to the driveshaft housing, which communicates substantial driving and braking forces and torque reactions to the engine assembly and to the motor mounts. It also puts side loads on the engine assembly when one of the rear wheels encounters road irregularities. Those forces will often far greater than the weight of the Warford, and they will be applied at a point farther from the rear engine mounts than they would be with the stock arrangement. I'd consider adding a crossmember and some kind of flexible mount to support and locate the Warford and take some of the strains off the stock rear motor mounts.

I also have a Warford in my speedster that I mounted much the same as Andy. I added radiator springs to the rear oil pan bolts, giving a place to flex. Also only used only the vertical bolts on the pan, left the horizontal bolts out.

I have a KC Warford in my 1917 shooting brake. I made my support to align with the back of the transmission so the weight of the transmission and the torque tube were better supported. That got around the running board interference somewhat. However, I did have to cut the tie rod between the running board brackets and terminate the inside ends on the trans mounting bolts.

My support is a surplus front frame cross member, bolted to the under side of the frame rail, so it fits under the transmission. I fashioned a Y piece to fit the lower two ball joint bolts. Between the cross member and the Y piece is a coil spring coil spring which is adjustable to increase the load on the spring if required.

I lengthened the frame to accommodate the Warford, so there is still a full length driveshaft behind the gearbox. By shifting the support to the rear of the trans I thought would be of greater benefit.It works so far.

Alan from down under.