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| 170 slant to 904 lockup https://slantsix.org/forum/viewtopic.php?t=60712 |
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| Author: | Michael Sargeant [ Thu Jan 26, 2017 7:46 pm ] |
| Post subject: | 170 slant to 904 lockup |
Newby so go easy. I've got myself painted into a corner trying to mate a 170 motor to a 904 lockup. Can anyone advise options and best solution ? I've searched but can't seem to find this addressed on the site. |
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| Author: | Reed [ Thu Jan 26, 2017 8:32 pm ] |
| Post subject: | |
what year 170? |
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| Author: | Charrlie_S [ Fri Jan 27, 2017 3:28 am ] |
| Post subject: | |
Welcome to the site I'm assuming you have an early 170 (1967 or older), which has the small(er) pilot hole in the crank. Normally a special converter is used when using a later trans (1968 or newer). I don't know for sure, but I don't think they can build a lockup converter with the small pilot nub. You can call Dacco transmission parts at 800-443-2226. I know they make the special converter for the non lockup, so they will know what you are talking about, and can tell you if it can be done. The other option is to have the end of the crank enlarged. Either way you will need the original early flexplate. PS: The problem is not just with the 170 engine. It rears its head with the 1967 and earlier 170, 225 and the 273 V-8. |
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| Author: | Michael Sargeant [ Fri Jan 27, 2017 5:22 am ] |
| Post subject: | 170 slant to 904 lockup |
Thank you for the information. I will research what year 170 I have. I was told by a local torque converter builder that due to oiling passages and thickness issues if machined, it can't be done. I will call DACCO to confirm this today. Unfortunately, the motor is all assembled. Looks like it has to come apart to drill the crank. Do I have the machine shop make it the same as all post '68 slants ? |
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| Author: | Dart270 [ Fri Jan 27, 2017 8:27 am ] |
| Post subject: | |
Bummer. I have had a few non-LU converters made with the small hub on a late trans, but not a LU converter. Most converter places won't do the small hub in large input shaft anymore, even for non-LU. Midwest converter did one for me last (2008?), and all of the ones I have are rock solid and no problems. You might call Midwest and talk to them before you pull the engine/crank. Best, Lou |
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| Author: | Michael Sargeant [ Sat Jan 28, 2017 5:53 am ] |
| Post subject: | 170 slant to 904 lockup |
Well, research shows in fact a small pilot hole 170 crank. I called Dacco and was informed it is not possible to mate or adapt a small pilot hole crank to a 904 lockup. It appears I have self inflicted the rookie learning curve and will have to disassemble and drill the crank. Charlie S mentioned that the 170 flex plate is unique. My motor was a manual trans. I have 225 flexplates What is unique about that 170 flex plate ? Thanks again for all your knowledge. -- Mike |
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| Author: | Doctor Dodge [ Sat Jan 28, 2017 9:36 am ] |
| Post subject: | |
You can use you current flywheel / flex plate if you end-up machining-out the back of the crankshaft. (open-up the counter-bore) The remaining support area gets thin but it works. (see photo below) Mopar did make a "big hub" 170 crankshaft... (1968 & 69 only) You would need the matching larger hole flywheel / flex plate if you used one of those. DD  
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| Author: | Charrlie_S [ Sat Jan 28, 2017 3:38 pm ] |
| Post subject: | Re: 170 slant to 904 lockup |
Quote: Charlie S mentioned that the 170 flex plate is unique. My motor was a manual trans. I have 225 flexplates What is unique about that 170 flex plate ? Thanks again for all your knowledge. -- Mike 1967 or older 170 or 225 1968 or newer 170, 198 or 225. |
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| Author: | Charrlie_S [ Sat Jan 28, 2017 3:43 pm ] |
| Post subject: | |
Quote:
Mopar did make a "big hub" 170 crankshaft... (1968 & 69 only)
Yep, I have one of these. It is for a NOS 170 engine I am assembling. All NOS parts, nothing aftermarket, or rebuilt/refurbished.
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| Author: | hyper_pak [ Sat Jan 28, 2017 6:29 pm ] |
| Post subject: | Nos 170 |
Even the head? |
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| Author: | SlantSixDan [ Sat Jan 28, 2017 7:27 pm ] |
| Post subject: | |
Charlie, it wouldn't surprise me to learn that you pounced on at least one of those NOS-in-crate 1970-model 170 short blocks that were for sale some years back. |
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| Author: | Charrlie_S [ Sun Jan 29, 2017 4:45 am ] |
| Post subject: | |
Actually, I got it from someone that posted it on this site several years ago. As near as I can tell, everything is new. Block, crank, cam, timing set, timing cover, damper (This was all assembled). Fully assembled head (no rocker assy). Pan, and valve cover. Since then I have aquired 6 rods, rod bearings, std pistons, rings, oil pump, gasket set, push rods, rocker shaft, and rockers. All are NOS. The only thing I don't have is a NOS distributer/coil, and fuel pump. It was offered "free to a good home". So far I have about $300 in it. It is a labor of love. I wanted to see if it would be possible to build (possibly) the only NEW 170 motor in existance. It has been interesting, locating NOS parts at prices I could afford. The rods were the hardest thing to find, particuly the last two. |
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| Author: | Michael Sargeant [ Sun Jan 29, 2017 6:06 am ] |
| Post subject: | 170 slant to 904 lockup |
Would there be anything to be gained by machining a collar to go on the outside of the hub if it ends up so thin ? -- mike |
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| Author: | Dart270 [ Sun Jan 29, 2017 6:32 am ] |
| Post subject: | |
There is no load on this surface, so I would not worry about thinness in that region. Lou |
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| Author: | Killer6 [ Sun Jan 29, 2017 7:43 am ] |
| Post subject: | |
Quote: There is no load on this surface, so I would not worry about thinness in that region.
X2, right. The hub register in the back of the crank is there to keep theLou torque converter aligned "on axis" w/the crank centerline, once you've tightened the flexplate bolts, that's where it stays. |
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