Thanks for the reply. I didn't realize that the pilot bearing was two piece either. I pulled the pilot bearing but not the outer race and went to mate the trans and it wouldn't slip over the dowels. That is when I realized that the 2nd piece also needed to be removed.
So, trans is in, drive shaft in, shifter in and cable. The Shifter Cable is where I got stumped. I have an f150 trans and a bracket from PA. The position of the PA bracket puts way too much stress on the cable and won't let you make the connection. I ended up drilling a new hole in the bracket and moving it further back on the trans pan. The angle that the cable sits in the bracket is too sharp in my mind and in the pic you will see the zip ties. It was done this way because the little white piece wouldn't go in there at this angle. It shifts through the gears but, when I pull the gear shift to the 1st position, its somewhere between P and R, the 2nd notch on the trans relates to R on the shifter and then its 1:1 from there all the way to S. Anybody have any thoughts on this? Do I really need to get that bracket and cable higher? If so how do I fix the P-R positioning?
With the shifter bracket in this position, when you go to connect the cable, this is a natural position of the cable, so i have to almost compress it a little to get the nub to go on. Maybe this is causing the P-R issue.
So at the end of the evening we went to move the car and even with the shifter on the side of the trans in the 12 O'clock position the car was still rolling? Does it have to be started and power applied to the trans to actually engage Park?
Turbo piping def has to be remade...
