Re: 340sb with 5 speed conversion?
[Re: Buschi340]
#32978
02/07/08 01:20 PM
02/07/08 01:20 PM
|
Joined: Sep 2003
Posts: 468 Germany, Northcoast
Buschi340
OP
mopar
|
OP
mopar
Joined: Sep 2003
Posts: 468
Germany, Northcoast
|
Clair, whats your opion about shorten the Bell on the tranny side approx. 5mm to get the input shaft more into the pilot bearing? I think its better than make a custom bushing which comes more out of the bearing hole. Don't yo think? about the x-member I don't even have a solution yet. I saw some pics in the Net from cars which have this member cutted out completly. Builded professionaly.... I don't think that this is that good. Maybe I open the tunnel and widen the member a bit. Welding is not a problem....
|
|
|
Re: 340sb with 5 speed conversion?
[Re: Buschi340]
#32979
02/10/08 10:52 PM
02/10/08 10:52 PM
|
Joined: Feb 2005
Posts: 351 Spokane, WA
48Heap
enthusiast
|
enthusiast
Joined: Feb 2005
Posts: 351
Spokane, WA
|
Here's what my crossmember looks like so far. I made sure the centerline of the motor was parallel to the centerline of the car and made a reasonable attempt to get the carb mounting area level to the car/ground. Your car will probably differ as I have an adapter plate pushing the trans back (don't know how the depth of your bell compares to mine) and I am working on a very early A-Body.
15 Chrysler 200S 3.6 15 Challenger R/T 6M STP 74 Duster 360 -> original 4 speed car
a.k.a. DionR
|
|
|
Re: 340sb with 5 speed conversion?
[Re: Buschi340]
#32980
02/11/08 09:07 AM
02/11/08 09:07 AM
|
Joined: Feb 2003
Posts: 4,204 Fort Worth, TX
Clair_Davis
master
|
master
Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
|
Hey, Buschi, Sorry for the late reply, I've been fighting computer problems lately and didn't see the new post on my favorites list...
I need to check my numbers again, but I don't remember thinking that I needed an extended pilot bushing. Even if I did, I don't think I'd worry too much about though. As long as the trans is reasonably well centered, the pilot should see very little if any loads. I'll see if I can find my calculations again. That'll take some work, as we recently converted our "office" in to a room for our second kiddo that's arriving in May. I need to find all my stuff again...
Dion, That is one battleship of a trans X-member! Looks great!
Clair
|
|
|
Re: 340sb with 5 speed conversion?
[Re: 48Heap]
#32981
02/11/08 04:54 PM
02/11/08 04:54 PM
|
Joined: Sep 2003
Posts: 468 Germany, Northcoast
Buschi340
OP
mopar
|
OP
mopar
Joined: Sep 2003
Posts: 468
Germany, Northcoast
|
Dion, thats a really strong one. Clair, I made some pics as well. The inputshaft is just 10mm into the bushing/bearing. The first 5mm of the shaft has a chamfer (correct word?) so no contact here. At all, for me is the point of no return reached...
|
|
|
Re: 340sb with 5 speed conversion?
[Re: Clair_Davis]
#32984
02/12/08 10:07 AM
02/12/08 10:07 AM
|
Joined: Sep 2003
Posts: 468 Germany, Northcoast
Buschi340
OP
mopar
|
OP
mopar
Joined: Sep 2003
Posts: 468
Germany, Northcoast
|
I already bought the Mopar Bearing at local chrysler dealer. Thanks god that I had the p/n's, they wouldn't find anything... I thought I buy it for reference and build a new and longer one with a bearing which fits the Toyota input shaft. I think machining the bell 2-3mm on both sides wouldn't hurt the stability. Clair, if you are still chaising - pls chase the speedo cable for me... Is it possible to install a centerforce dual friction? Or is Centerforce2 good enought (theoretically).
|
|
|
Re: 340sb with 5 speed conversion?
[Re: Buschi340]
#32990
05/13/08 10:18 PM
05/13/08 10:18 PM
|
Joined: Feb 2003
Posts: 4,204 Fort Worth, TX
Clair_Davis
master
|
master
Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
|
Quote:
Clair,
a question about the throwout bearing. I have an old one which I received with the Bell housing and clutch parts from the Dakota. I put it on the input shaft and recognized a little side play. About 1-2mm. Is it ok or too much? It looks a little loose to me... Ok, another one. Can I use the original Dakota Bearing with a Centerforce Dual Friction Pressure Plate? I got one from a friend...
BTW, my propellershaft is 5cm (2") too short now...
Wow, Buschi, you're making great progress! I've really got to get back on the ball out in the garage, but it'll probably have to wait a bit longer. Our 2nd kiddo arrived a couple weeks early (April 21), so things have been a little crazy around here lately... I have done a couple little things, so I'll add a second post to keep them separate from this.
Throwout bearing. What bearing retainer are you using - the Toyota or Dakota? For the Dak TOB to work, you need the Dak bearing retainer. The Toyota TOB is a totally different design as I'm sure you know, so I don't think it would be easy to adapt. However, the Dak throwout lever is pretty simple, so MAYBE it could be adapted without much effort. If you don't have the Dak bearing retainer, let me know as I have to get one also - the parts trans I have has a crack in the retainer and I'd rather not risk using it.
Clutch. The stock Dakota clutch is the diaphragm type, so I don't know why you couldn't use the CFDF pressure plate. Does CF make a 10.5" clutch with the Toyota spline count? I think the truck part may be something like 10-3/8" DIA, which would be close enough for me, I think.
Driveshaft. I'm surprised that the driveshaft needs that much changing. A 904 and 833 are very close to the same length, and I really felt that the Toyota and 833 were very close to the same as well. I guess that means I shouldn't get a new driveshaft now and hope that it'll fit the Toyota as well...
Thanks for the update, I was going to email you today just to see how things were coming along. Strange.
Clair
|
|
|
Re: 340sb with 5 speed conversion?
[Re: Clair_Davis]
#32991
05/13/08 11:29 PM
05/13/08 11:29 PM
|
Joined: Feb 2003
Posts: 4,204 Fort Worth, TX
Clair_Davis
master
|
master
Joined: Feb 2003
Posts: 4,204
Fort Worth, TX
|
Minimal progress, but still some.
For a while, I've been tinkering with some Jeep Liberty parts to adapt the Toyota R-154 transmission rather than the Dakota parts (bellhousing, starter, flywheel, etc) because the Jeep Liberty parts are more compact. My thinking was that the smaller parts would be happier living with the TTI headers & such. The Libby bellhousing uses a 10.4?" clutch and a flywheel essentially the same size as the 130-tooth old-school flywheel, but it appears to have 131teeth. AND, the bigger deal seems to be that the flywheel ring gear is located about 1/2" closer to the block than on the older engines. I found this out after bolting up my old 130-tooth FW and noting that the unique Liberty starter motor wouldn't reach the ring gear.
So, in a nutshell, I've got all these Liberty parts that will physically bolt the Toyota trans up to my 340, and I'm seeing what it's going to take to get a flywheel that makes the whole shebang work. If it's going to take a custom billet flywheel to do the job, the Liberty parts go on eBay and I'll pick up where I left off with the Dakota parts I have stashed. If I can get a FW with the right offset on the ring gear for a reasonable price, it'll be another option for folks who want to do this swap with mostly factory parts.
Clair
|
|
|
|
|