Firstly, if you are planning to convert a gasoline driven car to run purely on electricity, it is a good idea to choose a donor car with a manual transmission. Your method of attachment and fabrication will determine your method of centering. There are two different types of adapter plates. What Poik suggests is the most foolproof. In time and expense terms it would be highly unlikely to be a viable undertaking. This is high precision work, I'm not sure what permissible misalignment is, but 0.
I was a bit concerned trying to next trace the transmission onto the plywood, until I realized I could simply trace the S-10 bell-housing instead, as that was the same size and shape as the transmission, although considerably lighter weight. These are available as reman units from Porsche and other sources, enabling a car to have a new or near-new transaxle for relatively little money. So hopefully you can get lucky on the T-56 transmission that way too. Then make a copy of it in Autocad so I can just send it to a machinist to copy. So, all I did was use the impact wrench to drive the bolt head all the way in to the plywood.
I strongly urge anyone who is doing a manual adaptation to do two things: 1. I'm Bob Bendtsen, owner of Bendtsen's Transmission Adapters. Then put it on the lathe with Kevin Hawkinson's centering jig if I can borrow it from him, otherwise I will need to make my own. This is what I am going to do, but I won't be able to do the welding myself. Junkyard Dog wrote: Holy crap, it ain't rocket surgery. I just haven't invested any mental collateral into it yet.
Shift Better, Last Longer When it comes to transmissions, no other company provides this level of commitment to their clients. Of course 75 bucks was a house payment, and a 426 Hemi option was only an additional 800 bucks added to the cost of a new 3300 dollar Dodge Charger. Set your transmission up with the input shaft resting in the pilot bearing and the back of the transmission supported. To learn more, see our. They make adapter plates to mate automotive transmissions to non-automotive engines they also make the spacers for the flywheel to compensate.
These are stronger than their predecessors, and also somewhat more expensive, partly because of the relative newness. Hi David, thanks for visiting my blog. When I was a kid, cool cars could be bought for 15 bucks and driven home. Get some points for the engine, bolt pattern and such and then do the same with the tranny, and i could get the input shaft and all that as well. The centering ring takes care of centering, the bolts simply provide the clmaping force needed to keep the parts together. Second, they must take into account the thickness of the spacer as to not make it too thick, or the converter automatic transmissions only will not engage the pump drive.
However, for the purpose of bolting the engine to the transmission, there is no difference between the 350 or 400 transmissions and the 700-R4. The natural answer was simply to make one from affordable and easy to work with materials. And yet, here I was staring at a diesel drive-line I had put together. It should all slide around nice with the adapter stock in place. The bigger issue will be the clutch linkage.
The first should be a simple measurement. Will the propshaft connect to the gearbox and allow a sliding joint? A plate between the flywheel housing on the engine and the bell housing of the gearbox would almost certainly be required to mount the gearbox. This method can be used if you choose to combine a part of the Volvo bellhousing and weld that to the new bellhousing. Step 2: Use a dummy shaft through the transmission and bellhousing. I'll be ordering one soon.
And how do you find crank-center? But it results in a pretty centered combination. If you have a look in my build thread there are some pics of the 5 speed box in bits. That means bolt in the best transmission for your application, and that often means adapting a contemporary overdrive automatic. Whichever one you pick, keep this in mind—the adaptation of the engine to transmission just got twice as complex when you go to a manual transmission. This is why you won't find many trannies which will mate directly to it. And, of course, there is the starter to be concerned with. Avoid eye contact with this person, best avoided completely.
Then I can face it down to 146. Looks pretty much what I thought it would be though. The adapter plate aligns the motor shaft with the input shaft of the transmission. I've done a fair amount of interweb searching on this and the only thing I came with was someone who fitted a bimmer v-12 into his lamborghini. So it's definitely something you want.