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Re: 340sb with 5 speed conversion?
[Re: Greg55_99]
#33073
09/29/08 11:31 AM
09/29/08 11:31 AM
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Joined: Sep 2007
Posts: 300
MA
Greg55_99
enthusiast
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enthusiast
Joined: Sep 2007
Posts: 300
MA
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His instrument cluster.
Greg
Last edited by Greg55_99; 09/29/08 11:32 AM.
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Re: 340sb with 5 speed conversion?
[Re: nebo]
#33075
12/16/08 03:45 PM
12/16/08 03:45 PM
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Joined: Sep 2003
Posts: 468
Germany, Northcoast
Buschi340
OP
mopar
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OP
mopar
Joined: Sep 2003
Posts: 468
Germany, Northcoast
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Hi, I used the stock flywheel from a Dakota with a Centerforce Dual friction pressure plate. I show you pics below. Sorry, but I can't measure the plate anymore 'cause I'm driving the setup since I'm ready with the conversion half year ago. I'm a bit confused about what you're writing because the TOB never contacts the Flywheel. Regarding the input shaft / TOB issue you need the input shaft housing from the Dakota Tranny. The R-154/Toyota does not work (diameter too small) All other ideas (bushing) wouldn't satisfy you. This might be a hard to find part. Clair might explain this in better english... 
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Re: 340sb with 5 speed conversion?
[Re: Buschi340]
#33078
12/16/08 04:05 PM
12/16/08 04:05 PM
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Joined: Sep 2003
Posts: 468
Germany, Northcoast
Buschi340
OP
mopar
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OP
mopar
Joined: Sep 2003
Posts: 468
Germany, Northcoast
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here are the dakota and Toyota bearing retainers next to each other. On the Dakota one is the TOB attached. Furthermore you can see a small selfmade adapter to connect the too short and too small inputshaft with the Pilot bearing (stock mopar needle bearing style) inner diameter....
Last edited by Buschi340; 12/16/08 04:09 PM.
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Re: 340sb with 5 speed conversion?
[Re: nebo]
#33079
12/16/08 04:28 PM
12/16/08 04:28 PM
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Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
Clair_Davis
master
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master
Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
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Quote:
Buschi and Clair
I hope you guys can help me out. I have been working on an R-154 project that is similar to what you guys are doing. In my case I am attaching the R-154 to a 5.7 Hemi (3rd gen) and using the Dakota bell housing, this is going into a 71 Cuda. I am going to also use the Dakota hydraulic master and slave cylinder, throw-out bearing and clutch arm. The flywheel is a 130 tooth type, 10.5 inch pressure plate. Since the Dakota uses a 143 tooth flywheel I had to relocate the starter pocket inboard to accomodate the 130 tooth flywheel but this does alow me to use the AA clutch disk which is 10.5 inches. The pressure plate I tried to use was a standard 10.5 inch Borg and Beck lever type that was used on the early 70s mopars. I realize that the Dakota used a diaphram pressure plate and I plan on switching over to one of these.
My problem is that when I assembled everything the throwout bearing was solidly up against the levers of the pressure plate and the bellhousing bolts had not even been tightened up yet. I wonder what you guys ended up using for a pressure plate and also wonder if you could give me the depth from the tip of the diaphram where the throwout bearing contacts it to the flywheel surface. I'm not sure if a stock Dakota pressure plate is shallower on this dimension than the pressure plate I am using now but it would certainly explain my clearance problem. I also noticed alot of slop on the throwout bearing where it slides along the input shaft collar of the transmission, I wonder if anyone has the outside dimension of the input shaft collar of an AX15 so I could compare it to an R-154. I appreciate any help you can lend on this project.
Sounds like a nice project, nebo! I'm toying with using 4.7L some time way in the future, and I think it'll all bolt up the same, with the right flywheel.
I don't have a B&B pressure plate to compare to, but I can try to get a measurement off of the Dak diaphragm PP I have sitting in the garage. You're looking for tip of fingers to the FW surface, correct? If some other dimension, let me know.
I (still) don't have my setup together, waiting to get the EFI tuned before I tear the car up any further, but I've been saying that for a while now. Just curious, why did you relocate the starter pocket vs. using a 11" flywheel? I went with an AL McLeod unit that has bolt patterns for 10.5 and 11" clutches. What is the bolt pattern of the New Hemi crank flange?
Ditto to what Buschi said about the input bearing retainer. You need the AX-15 part, and they are somewhat hard to come by. Somewhere I've got contact info for the place I got the ones that Buschi and I are using, I'll have to dig a bit for it.
Buschi, how's the system working out? I know you made it to the Nationals, but I haven't followed up with you since then to check and see how it's all doing.
Clair
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Re: 340sb with 5 speed conversion?
[Re: Clair_Davis]
#33080
12/16/08 04:47 PM
12/16/08 04:47 PM
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Joined: Sep 2003
Posts: 468
Germany, Northcoast
Buschi340
OP
mopar
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OP
mopar
Joined: Sep 2003
Posts: 468
Germany, Northcoast
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He Clair, nice to see you again.... everything works great. It makes much more fun than the Automatic. I can drive constant 100 mls/h and more w/o wasting any thought on the speed. Shifting up and down in the city and on Highways makes so much fun... I drove in this half year more miles than the last 2 years together (with less fuel consumption) - that speaks for itself. Things to improve are the clutch (need a more "aggressive"), maybe McLeod too. And I need to calibrate the Speedo but this is not a problem anymore. The BOSCH shops in Germany can do this. Next step is a custom grinded cam (already ordered). I want to break the 140mls/h mark. Thank god for the AUTOBAHN....  I do not regret anything....!!! 
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Re: 340sb with 5 speed conversion?
[Re: nebo]
#33083
12/16/08 11:23 PM
12/16/08 11:23 PM
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Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
Clair_Davis
master
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master
Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
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Quote:
I could not use the Dakota flywheel because the crank flange hole pattern is different than on the small block mopar crank.
The Dak is different than the Hemi or the LA? The Dak V6 FW I have is the same as the LA bolt pattern, and what I was going to use prior to getting the AL FW. The Dak V6 diaphragm PP also bolts up to a regular LA FW, so that's got to swap both ways, too.
Quote:
I could have gone with a 143 tooth 11inch clutch flywheel but felt that this would not be optimal for the 10.5 inch AA clutch disk, so to use a 10.5 inch pressure plate with the 143 tooth flywheel would have meant drilling out a different hole pattern for the 10.5 inch pressure plate. It was just as easy for me to relocate the starter pocket inboard on the bellhousing, just a little welding and grinding time and I don't have to touch the flywheel. I was really counting on the old style pressure plate working out for this conversion.
The Dak V6 uses a 10.5" clutch on a 143-tooth FW. Strange, but that's what it is.
Quote:
Clair Yes I am looking for the distance from flywheel surface to the tip of the diaphram fingers as you had stated correctly.
I'll try to get that number for you tomorrow - plumbing trouble at home kept me out of the garage today, but I may have a little time while waiting on another plumber tomorrow.
Quote:
I wonder if the hole pattern for bolting the pressure plate to the flywheel on the Dakota pressure plate is the same as it would be on the old style early 70s pressure plate that I have. The flywheel I am using is the one that Mopar Performance sells for the Hemi I believe it is made by McLeod it has the correct hole pattern for the pressure plate I am using but am not sure it is correct for a Dakota pressure plate.
See above on the bolt pattern issue. What's the scoop on the Hemi FW? I haven't seen that part before, but then I haven't been in the market, either. I would like to verify the G3 Hemi crank bolt pattern, though.
Quote:
Having to come up with an AX15 front case cover and bearing retainer kind of throws a curve into this project, any help you can give me in locating these parts would be appreciated.
I think this was the first place I tried, but they didn't have them at the time:
http://home.teleport.com/~mmerlinn/catalog/ty_red/tyred_f.htm
Click the link to bearing retainers on the right, and give them a call to verify. The place I ultimately found them at was a resource from Greg55_99:
Quote:
--- J & W Auto Wreckers <sales@jwjeep.com> wrote:
> From: "J & W Auto Wreckers" <sales@jwjeep.com>
> To: "Greg Williams" <greg55_99@yahoo.com>
> Subject: RE: AX15 tranny parts
> Date: Wed, 21 May 2008 12:18:59 -0700
>
> We sell the retainer for $50.00 each
>
> Thank You
> Mark, Neil, John & Gary
> sales@jwjeep.com
> 916-723-3950
> J & W Auto Wreckers
> 8626 Antelope No Rd
> Antelope CA 95843
They were great to work with and shipped fast.
Hope that helps,
Clair
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Re: 340sb with 5 speed conversion?
[Re: nebo]
#33086
12/18/08 10:44 AM
12/18/08 10:44 AM
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Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
Clair_Davis
master
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master
Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
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Quote:
Clair,
Thanks for the contact info on the AX15 bearing retainer. The hemi flywheel uses an 8 bolt flange on the crank so it is quite different from the LA engine. It is good to know that the Dakota PP will bolt up to my flywheel, I just need to verify the dimension you can hopefully get for me, the only other thing it could be is the distance the face of the flywheel is from the surface on the engine block where the bell housing bolts to, if you could get me that dimension also it would be helpful.
Thanks,
Nebo
I got tied up with family stuff after the plumbing situation got resolved yesterday, so I'll try to get out to the garage tonight for those dimensions.
On the G3 Hemi bolt pattern, do you know if it's the same as the G2 Hemi, or is it the same as the 3.7L/4.7L new engines? I'm just WAG'ing the "fact" that the 3.7 and 4.7 are the same, BTW, but I know that the 3.7 IS 8-bolt, and is also smaller DIA than the 6-bolt LA/B/RB bolt pattern. Strange.
Clair
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Re: 340sb with 5 speed conversion?
[Re: Buschi340]
#33089
12/18/08 04:50 PM
12/18/08 04:50 PM
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Joined: Sep 2003
Posts: 298
Knoxville, TN
KEISLER
super street
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super street
Joined: Sep 2003
Posts: 298
Knoxville, TN
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Quote:
Hi everybody.
I want to swap a 5 speed behind my 340 with now tf 904 equiped 72 Dart.
I`ve read about Toyota supra 5 speeds with a Dakota 3.9 V6 Bellhousing. Chevy S10 tranny should fit on this Bellhousing too.
Anybody made or heard about this?
I don't wanna go the Keisler way cause its to expensive for me here in germany...
How's $1295 for low cost for the transmission only, and $1399 for a transmission with essentials kit, shown attached? Price is for 350 HP / 350 TQ (very conservative). Add $350 for 425 HP / TQ.
Same shifter position front-to-rear as A833 in A-body ... good enough ... Vote It
>$3000
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$2500 to $2999
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$2000 to $2499
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11%, 1 Votes
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$1250 to $1999
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78%, 7 Votes
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Last edited by KEISLER; 12/18/08 04:53 PM.
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