Search results for query: *

See, that's why we got off on the wrong foot, I don't even like cereal. ;) Anyhow, it's all good. Yeah I wasn't sure, makes sense that would be what he's talking about.

I honestly don't know what to say to this considering I just remarked on the fact people clearly aren't reading the thread. Unless I'm reading your statement wrong (which is impossible and you just wrote the wrong thing), what does any of this have to do with the NV3500 OR AX15? The title of the...

Can't lead anyone astray when nobody is sure! I won't turn down any help. Greg, hate to disappoint but you're looking at the diagram for an NSG370 6-speed 3.7L from 2009. Totally diffetent from the 01-04 bellhousings listed in your original guide. As for the bellhousing above, until we can...

It's good to hear from you. You, Greg and Clair have definitely paved the way on this swap for me. I appreciate you guys trying something different and giving us all more and better options for OD transmissions in our old cars. As for the shift quality of the R154, it does seem to have a pretty...

Thanks for the tip, I'll definitely keep that in mind as I'll have to probably make my own custom shifter to work with the center console.

1966 Dart 17x8 (5.72 bs/+30mm offset) 245/45/17 17x10.5 (6.8 bs/+28mm offset) 315/35/17

That's correct Greg, Buschi340's build led me that way. Figured if it ain't broken don't fix it? He sounded very pleased with it as well from what I read.

I use car-part.com all the time. :D I have searched a multitude of times for all of these parts, the main issue is just that all of the yards are so far away from me. 2.5+ hours one way. I agree about asking them for some photos, I think I'll give that a shot. I use ebay as well for pictures of...

Well, I do appreciate you listing some alternatives. I am familiar with everything you mentioned as I have followed the OD tranny market for at least a few years, throughout the development of Keisler's latest offering. Fitment-wise they may be slightly better, although cost wise I don't think...

To answer your question... Quite simply, lower weight and higher availability. Just need an 11" flywheel drilled for the 10.5" clutch pattern, multiple aftermarket already come this way... Although I am trying to avoid aftermarket in general, just so expensive for flywheel. lol, don't go...

No apologies necessary! I guess I was reading it wrong. For whatever reason I thought it still wouldn't work even with the stock 3.7L starter. I guess that does put the 3.7L bellhousing back on the table when all of the original components are used. I do have some concerns however about...

See below... I would like more information on why the stock starter can't engage the ring gear... The stock jeep flywheel is also a dual mass flywheel from what I'm finding and I'm not interested in that.

I've seen that build actually, the MA5 in the Celica is what convinced me not to scrap the 5.7 and just push forward. I really wanted to put an srt-4 motor in the Dart but that guy has had nothing but trouble with that car and is still unhappy with his clutch situation, both performance and...

Yup, that's what I gathered as well. Should be very easy to get ahold of. So I wouldn't have to use a Mopar pressure plate correct, to match the bolt pattern of the flywheel? The GM pressure plates will match the Mopar flywheel? Then I'd just use the 10.5" GM clutch disk which seem to be...

It doesn't really have anything to do with "doing it my way," it's got a lot more to do with the amount of money it costs to do one these swaps. I just can't reasonably afford to do everything the way everyone else might think is ideal. I appreciate you weighing in and taking a stance, differing...

The more the merrier! I'm not really interested in relocating the starter just to use a slightly smaller/lighter flywheel, it seems like too much work for the payoff. The 11" will be fine and I can just make sure it is drilled for a 10.5" clutch. I'm aware of the different 3rd gear in...

I see no reason to go through all of that work when I can just use an 11" flywheel drilled for a 10.5" clutch. You thought the T56 was a big job? There isn't really any thoughts about it, it IS a big job. As for "all this BS," I don't really see what's so complicated about the swap...

That's a shame man, you gotta copyright everything nowadays! As for the MA5, I've been researching this car and my general build for years(10?). In all of those years, I've waited and watched new products come and go, few successes. I've been back and forth between automatics, manual...

The legend himself! Man is it good to hear from you... it seems like I've read reposts of your engine swap bellhousing guide on just about every single site I can run into. All of that aside, I'd be delighted if you could compare them for me. Am I safe in assuming the AX15's input shaft is the...

Well, since nobody seems to have any (other) thoughts I guess I'll just think out loud here... Based on some of the discussion going on over here, the 3.9L bellhousing from a 94-99 Dakota (pictured above) is the best available option for mounting one of these Aisin transmissions to a 5.7...

Thanks Jousi, you guys overseas doing these conversion and driving these classic are my heroes. We certainly can't complain about anything over here in the states with what you fella's go through. As for the flywheel, I'm thinking 143-tooth 11" aluminum flywheel drilled for 10.5" clutch(seen...

Joe, thanks for your reply... As for the TTI's, I know about the thread you are referring to and I've searched bigblockdart endlessly for it and cannot, for whatever reason, find it. Regardless, I have email traffic with Bill a ways after that initial development discussing the TTI headers...

Found the post by clair on why the 3.7L bellhousing didn't work...

I understand the clutch just has to match the diameter of the flywheel, I was just trying to use the smaller 10.5" clutch for the lighter weight and availability. The MA5 has a 26 spline 1.125" input shaft. The 3.9L bellhousing is driver side starter, used a 143 tooth 11" flywheel, and it was...

See my build thread... I expect to have to modify the tunnel, although I'm hopeful it will be minimal as intend to use a stock 66 4-speed console... That's my goal at least. Exhaust would have to be custom regardless with the rear suspension, preferably 2.5" mandrel. The 3.9L bellhousing is...

Unfortunately, as my post above yours concluded, I can't really make use of the stock flywheel. I have found this however, which isn't cheap but it's at least not outrageous like many of them seem to be advertised at. Sucks though that it uses a 11" clutch unlike the original 3.9L flywheel that...

Based on this listing, I assume it is indeed a 143 tooth flywheel but this seems to confirm that the flywheel is indeed even larger than a standard 11, possibly 12.5" as this references. I guess I should just stop being lazy and figure this stuff out seeing as the information is clearly out...

Hi Joe, Thanks for the response, I'm very familiar with Tincup's build. He has a beautiful '63, unbelievable workmanship. I was trying to avoid modifying my drivers side motor mount when using the jeep srt-8 manifolds. I remember seeing a reference made to those TTI headers (early a specific)...

Anyone have any ideas on if these shorty headers or the type III headers offered by S&P will fit in an early A? Have alter-k with power steering and stock a/c pump, car accessory drive.

I guess I'm not being clear in explanation I suppose... I'm aware I have to use a flywheel that matches the intended diameter of the bellhousing so that the starter will engage the ring gear. The 3.9L Dakota bellhousing that can mount the MA5 transmission to the 5.7 hemi used a 143 tooth 11 inch...