No on clutches...etc, but you'd have to ask about the flywheel.

Rick

_________________
2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

well i found a part # on mcCloud's site for the 122tooth flywheel or the 130tooth flywheel question is do i wannt stick with the stuff i got and get qt slant bell or try the sb bell and get ahold of an adaptor plate or make one. I would like to be able to use a v8 clutch so i could have some big holding power but i'm to sure about the adaptor plate.

Kev

_________________

I just stumbled on the passion performance A-855 5 speed is that out yet? I'm gonna call passion tommorow and pick their brains

So if McCloud is out for clutches who does that leave, is spec the only people that will make me one for the slant?
Oh and what kind of holding power should i aim for i figure if the motor will be getting the 20psi treatment one of these days. Maybe ryan and tom can chime in what kinda hp and tq numbers did you guys put up on the dyno>?

Kev

_________________

Ryan is roughly in the 500 HP and 500+ ft-lbs range at 25 psi or so. He shifts around 5000 RPM. Personally, I think I'd go for a V8 clutch/bell if I were shooting for that level.

Lou

_________________
Home of Slant6-powered fun machines since 1988

Kevin,

PM my son (Ryandcovalt on here). He already talked to Passon about their Tranny and has all the latest details. I don't think it will be ready until about May or June.

Rick

_________________
2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

K passion performance is out i can't wait that long he was saying sometime in the summer it will be released and 4 grand and some change is pretty steap for me.
Ya i want to run the v8 clutches i just gotta figure out the adapter plate situation who can make one or can i make one.
Kev

_________________

If you buy a QuickTime bellhousing it comes with a block saver plate which bolts in between the bell and block. It's possible to redrill the small block plate and bolt it to a slant and bolt the bellhousing to that plate. The starter ends up in the V8 position as you already know. The small block flywheel needs one hole plugged and redrilled, but that's not too bad. Then you'd be able to use the good 10.5/10.95" clutches.

_________________
Joshua

Oh sweet that doesn't sound to bad so i should order the chrysler sb bell housing and tell them a t56 is bolting to it and they would be able to make that? Then i would order the 130tooth flywheel right and then a 10.5 clutch with the right spline for the t56 shorten my drive shaft hack up my floor and i'd be good to go?Do you guys know if my zbar clutch linkage setup will work with the t56 i don't see why it wouldn't since it just goes from the pedal to the clutch fork and bolts to the side of the bell. This is sounding do-able is there a trick to making sure i drill the plate right or just dry fit the trans to make it center?
How come the flywheel would need a hole plugged and redrilled wouldn't i be using a sb clutch just a different spline disc, with the 130 tooth flywheel?

Kev

_________________

I think if you made a fixture to center the input bearing retainer over the crank and get the dowel pins in the right place you'll do fine. If you get it really right you won't need offset dowels like so many stockers.

Yes, a small block bellhousing to whatever trans you want to run. My QuickTime bell has no Z-bar mounting provision and many late model clutches are hydraulic so I expect you'll find is easier to go hydraulic.

The small block crank flange has one bolt in a different place than a slant. If you buy an off the shelf SB flywheel you'll have to plug the one hole and redrill it. I would thread the hole, screw in part of a bolt with high strength thread locker (or spot weld it) and drill the new hole.

_________________
Joshua

_________________

Well i opened the trans case and the bottom shaft pushed what looks like a plug out of the trans the shaft was poking forward about an inch, i found the plug sitting in the bellhouseing where the case bolt to the bell. Everything in the trans looked fine no metal no teeth missing or beat up just the bottom shaft protruding out to far and making everything bind I may just fix it and pop the 4spd back in since no gears are trashed. Then i measured the disc thickness spec said it started at .035 it's only at .032 that doesn't seem like alot of wear? The clutch was not wet but did seem contaminated like a greasy clutch dust powder on the flywheel, you guys think its a must to change the disc or could i scrape by with a heavy cleaning with brake cleaner? The t56 project is seeming like it won't be in the cards right now just to get all the parts together it's gonna cost me and my bank account is still recovering from the turbo motor.

Kev


Kev

_________________

I haven't changed my mind on this point.

Also, what happened to the Woodruff key which keeps the countershaft from walking forward? #45 in this image:

_________________
Joshua

I didn't get that far into it yet all i do know at the moment is i see no signs of broken or beat up teeth and the the front freeze plug type of thing was pushed out by the bottom shaft which i'm sure just poured fluid all over my clutch, would this be an unrelated problem to no pilot bearing? I'll order a new disc for the clutch since wear seems to be minimal. 6 speed is going on hold till i get one and ill start making an adapter plate on a dummy motor so at least i can still have my mode of transportation up and scooting with the 4speed. I was talking to a trans guy and he was very sure the 4spd would take some abuse once put back together solidly. Anyone know what kinda power these 4 spds can or have been known to handle?

Kev

_________________

Kevin,

Was the shaft forward enough that the shaft was out of the rear of the case? That would allow the rear of the cluster to be totally unsupported. It would definitely try and separate itself from the main shaft if that was the case. And it would also put some funny stresses on the case in the front where the shaft goes through. If you did not find the woodruff key that holds the shaft in let me know. I have the one from Ryan's transmission that I just overhauled. I can send it to you if you need it.

As for strength. It is the same question I have asked a few times. The 4 speeds were used behind big blocks so they are plenty strong for our Slant Sixes. The OD may be a little weaker but I think it is still plenty strong. Just my opinion. I have never seen an actual "factory" rating on the torque capacity of the regular A833 or the OD.

Rick

_________________
2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

That plug shouldn't have been pushed out with the Woodruff key in the counter shaft. There shouldn't be much thrust on the counter shaft at all. It just supports the cluster and the cluster gear thrust is handled by the case.

A lack of pilot bushing usually gives shifting problems because the clutch drags. It can also cause the trans to pop out of gear because the main shaft isn't supported properly at the front and is misaligned to the cluster gear.

Shifted properly an A833 will handle a lot of power. It's the shock loading from dumping the clutch with sticky tires which puts the most strain on the transmission. Tires are critical. The more torque you can put to the ground the more torque the transmission has to transmit.

_________________
Joshua