Hey All,

I need to get some pilot bearing spacers made for the small hub crank and I need the exact spec for the inner diameter of the hole. I have seen specs, but only to the nearest 0.010".

The large hub ID is 1.815" FYI.

Thanks,

Lou

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Home of Slant6-powered fun machines since 1988

Lou, the part I got from Keisler was a VERY loose fit in my crank. It would just fall right out if you did not hold it in place. They assured me that green lock tite would hold it in place, and so far they have been right. He said to get it out, I would have to take a tourch to it. Now that bothers me a little, as it is a roller bearing, which you know is going to fail sooner than the old bronze bushings ever would have. That is progress, huh.

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The small hub crank's counter-bore size is 1.555, I usually make the spacer's ID at 1.560 to allow some clearance to get the convert nose into it with-out a fight.
DD

Sory, I misunderstood which dimension you needed. You very clearly stated, inner, did you not? How is this dimension going to apply to the five speed conversion? Does your input shaft reach clear into the smaller pilot bearing recess or is it going in only as far as the larger converter hub?

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I am actually getting collars made that will have an ID to match the Mustang roller pilot bearing (about 0.8") and on OD to press fit into the crank hub. So, I would make it about 1.556 or 1.557, if I understand Doc correctly.

Sam, the V8 trans input doesn't even reach the end of the crank. The collar has to space the pilot brg back from the crank hub. Has worked fine so far (about 10k miles)

Lou

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Home of Slant6-powered fun machines since 1988

That is very similar to how mine is set up, except the input shaft on mine does get to the rear most recess in the crank. It still required green Lock Tite. If I had your set up, I would not be afraid to lock your extension in the same way if it was a hand tight fit. Maybe since it extends out, you would feel better with a real tight press fit, but that green Lock Tite is pretty awsome stuff, and I might feel satisfied with a hand tight fit. It seems if your hubs vary by much you are going to have to accept that anyway.

My local transmission guy here said you can get a Tremec transmissiion for any Mustang application, which means the V-6 and I-4 transmission could be had with the stouter gears. Anyone who wanted to go ahead and use that transmission could then go with the pilot bearing in the converter recess as is used in the Dakota trucks. I haven't been involved in the developement of this project, and I am sure you are doing a great job of figuring it out. So pardon me if I am saying things are kind of obvious, or dumb. I should just back off and pay attention at this point.
Sam

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