re: [DML] Engine Swaps and tranny Questions (Buick Version-LONG)

["Dave Swingle" <swingle@xxxx>]

The stock shaft is long enough if the pilot bearing is mounted in the outer
recess of the crank. The OEM Chevy-style bronze pilot bearing was in the
inner recess, I figured that the trans shaft missed that one by about 1/2
inch. You're right, that beat the hell out of the input shaft but it never
broke.

Darrell's spacer between the engine trans is about 3/4 inch. I drew it all
out to scale, it actually matches up pretty well although the clutch disc is
closer to the end of the input shaft than in the stock location.

A custom bellhousing can't change the geometrics of this - it depends a lot
on what engine block and flywheel you are using. This one in particular is a
1984 or so Buick GN if that's any help. 3.8 litre I think. The custom
bellhousing is 3/4 inch deeper than the stock OEM bellhousing - same
difference as Darrell's spacer.

Dave

----- Original Message -----
From: "Marc A. Levy" <malevy@xxxx>
To: <dmcnews@xxxxxxxxxxxxxxx>
Cc: <swingle@xxxx>
Sent: Sunday, May 04, 2003 10:53 AM
Subject: RE: [DML] re:Engine Swaps and tranny Questions (Buick Version-LONG)

Dave,

I agree, that Darryl's method is a lot cleaner but how did he solve the
problem of the input shaft seating in to the recess (and bushing) in the
crank? [snip]

-----Original Message-----
From: Dave Swingle [mailto:swingle@xxxx]
Subject: [DML] re:Engine Swaps and tranny Questions (Buick Version-LONG)

<SNIP>
---I compared notes with Darryl on his Supercharged Vortec installation.
Rather than the cast bellhousing, he used a custom-milled adapter/spacer
plate with the original DMC bellhousing. This is a much more elegant
solution than the custom bellhousing, and I'd recommend to anyone doing this
conversion to go that route. Darrell also has designed and installed a much
stronger input shaft (due to breakage) and other than that has not had
issues with the trans.
<SNIP>