MA5 5-speed to 5.7 hemi?
No specific measurements yet as I don't have a caliper but I promise I will get them when I purchase one. In the interim, if you have any simple tape style measurements you'd like, let me know and I'll do my best. That said, the input shaft doesn't appear to impact the crank and the splined portion does end before the pilot bearing would likely be located, so the hard stuff seems to be taken care of.
The center of the shifter falls about 24" back from the engine block, likely square in the torsion bar x-member, will confirm when I put the engine back in for tunnel mods. This doesn't matter for me but beware those who would attempt this swap with torsion bar suspension. I'm sure it can be done, just would require a bit more work and strengthening.
Couldn't find any of my exhaust manifold bolts so I tried holding it up as best I could. It's close but looks like the 3.7L bell is definitely the ticket in an early a-body. Pretty much nothing else fits in these early cars for exhaust and the 3.9L bell will push the starter pocket out even further. I'll update when I buy some bolts and check again.
Short of the required bellhousing modifications, everything looks to be coming together? Next step will be mounting the flywheel and getting a starter to check ring gear engagement. My plan at this point is basically to keep trying everything until I know the entire setup should work and then I will press on with the bellhousing mod. If I run into something seemingly too troublesome, I ditch it and go to the 3.9L bell and hope the exhaust clearance on the starter isn't a huge pain in in the butt (my picture would disagree). Hopefully the mod is minimal and/or I can find someone to tig it back solid so there isn't any structural concern.
FYI, the bolts the transmission uses to attach to the stock Colorado bellhousing were too long with the 3.7L bellhousing but they are M10-1.0 pitch and I used 30mm long for the test fit, only needed to be "long enough". Of course where I went they only had these in stainless, cost me well over a $1/piece. The bellhousing bolts I used were 3/8"-16x1.25", I think these were about the perfect length. I will update the hardware types/specs when I pickup grade 8 for actual assembly. Still need to source an AX-15 bearing retainer, clutch fork, throwout bearing, slave cylinder, master cylinder, hoses and pedals.
Your bonus picture for this post is a 3.7L Jeep Liberty flywheel. These are not made anymore, as best I can tell were only used from 01-04 and are external balance, so basically a major pain in the butt for this swap is the flywheel. However, it's for a 10.5" clutch, has 130 teeth and fits the hemi crank pattern. Fortunately, unlike the 2.4L models which used a dual mass flywheel, these are a "standard" flat steel style that should have no issues being resurfaced, balanced, etc.
No specific measurements yet as I don't have a caliper but I promise I will get them when I purchase one. In the interim, if you have any simple tape style measurements you'd like, let me know and I'll do my best. That said, the input shaft doesn't appear to impact the crank and the splined portion does end before the pilot bearing would likely be located, so the hard stuff seems to be taken care of.
The center of the shifter falls about 24" back from the engine block, likely square in the torsion bar x-member, will confirm when I put the engine back in for tunnel mods. This doesn't matter for me but beware those who would attempt this swap with torsion bar suspension. I'm sure it can be done, just would require a bit more work and strengthening.
Couldn't find any of my exhaust manifold bolts so I tried holding it up as best I could. It's close but looks like the 3.7L bell is definitely the ticket in an early a-body. Pretty much nothing else fits in these early cars for exhaust and the 3.9L bell will push the starter pocket out even further. I'll update when I buy some bolts and check again.
Short of the required bellhousing modifications, everything looks to be coming together? Next step will be mounting the flywheel and getting a starter to check ring gear engagement. My plan at this point is basically to keep trying everything until I know the entire setup should work and then I will press on with the bellhousing mod. If I run into something seemingly too troublesome, I ditch it and go to the 3.9L bell and hope the exhaust clearance on the starter isn't a huge pain in in the butt (my picture would disagree). Hopefully the mod is minimal and/or I can find someone to tig it back solid so there isn't any structural concern.
FYI, the bolts the transmission uses to attach to the stock Colorado bellhousing were too long with the 3.7L bellhousing but they are M10-1.0 pitch and I used 30mm long for the test fit, only needed to be "long enough". Of course where I went they only had these in stainless, cost me well over a $1/piece. The bellhousing bolts I used were 3/8"-16x1.25", I think these were about the perfect length. I will update the hardware types/specs when I pickup grade 8 for actual assembly. Still need to source an AX-15 bearing retainer, clutch fork, throwout bearing, slave cylinder, master cylinder, hoses and pedals.
Your bonus picture for this post is a 3.7L Jeep Liberty flywheel. These are not made anymore, as best I can tell were only used from 01-04 and are external balance, so basically a major pain in the butt for this swap is the flywheel. However, it's for a 10.5" clutch, has 130 teeth and fits the hemi crank pattern. Fortunately, unlike the 2.4L models which used a dual mass flywheel, these are a "standard" flat steel style that should have no issues being resurfaced, balanced, etc.