Bellhousing

I have some plans for the 3B. I want to change the f head out and put the 231 Buick (which I have) in its place. I have a T14, and the original D18. I also have a T15, but I would like to keep the drivetrain as short as possible. I have what I think is a Buick bellhousing. I also have an adapter to tie this bell to the T14. The adapter is 3 in. thick, or more. Is there a factory bellhousing that is a direct hookup to the T14?
Again, short as possible. If I had another SM 465, I might use it.
This looks like the SM 465 pattern to me. As the T14 was mated to the 360 that is in the 73 cj5, I may have to change the input shaft? Also the D18 is a small hole. I believe the T14's only mated with the big hole 18, correct? I have a D20 laying around, is it possible to put the D18 gears in it and make it a D18 with offset output? Trying to get all this figured out before I tear anything apart.
TIA

 

There is a 1 piece 1971 only bellhousing but it won't save you any length Since it have to make up for the input shaft length. Why not go with an SM465 and the short buick/jeep bell? I have an SM465 I'm not gonna use in MD if that helps any.

 

I'm not sure what bell you are talking about. Are you referring to the one in the pic?

 

......beat me to it on the bell.

Also, yes, the dana 18 guts will go in the Dana 20 case and be just like the Dana 18. The cases are the same but the 20 case is said to be more stout.

 

Just need to watch your intermediate shaft dia.

 

^ Intermediate shaft in my D18 is 1 1/4 for sure.

 

I guess if I use the T14, I will also have to do something with the OD. It is a 6 spline right now. What is the simplest and cheapest way to convert to a 10 spline input?

 

Don't assume the T-14 from the '73 is the same as with the V6. The T-14 from the '73 with the AMC bell is definitely different from the transmission used with the Dana 18.

Not sure what you can retain from the AMC T-14 ... Herm might know. He could also advise on the OD swap-out. Really, if I had a T-15, I'd use that. I'd need to buy the adapter from Novak, but I'd end up with the AMC 7" stickout and get a superior transmission with a 6-spline output. I expect the shorter stickout would make it the same as the native V6/T-14 combo and maybe a little shorter.

Adapting the Chevrolet & GM Standard Shift Bellhousings to the Jeep CJ & FSJ Borg-Warner T14, T15 & T18 Transmissions According to Novak the T-15 using this adapter is 5/16" longer than the T-14. This also confirms that the V6 T-14s are different (and likely longer than either the Adapted AMC T-14 or T-15).

 

The v6 one has its own input shaft only used in v6 applications its longer to make up the length of either the adaptor to the gm bell or the one off long bell.

 

Thanks timgr
That is definitely another option. Probably cheaper than changing the OD from 6 to 10 spline. I just confirmed the numbers on my tranny with Novak, and it is a T15 for sure.
Exactly what is the proper way to measure stickout length on a tranny? From the case, or the face of the bearing retainer?

 

from the case.

 

Mmm. I don't know that there's a "proper" way. I'd measure from the case.

You'd also need to buy the long stickout input shaft for the T-14, in addition to changing the OD somehow. Seems unlikely those are available as a service part today.

 

I found one reproduced input shaft in Italy. The boy is running that one now. it was pricey.

 

anyway what is the input shaft stick out on the transmission you want to use ?

 

Both the T14 and T15 have 8 1/2" stick out length, best I can measure.
Trying to find the shortest and cheapest practical combination

 

I'm sure glad the Novak website doesn't charge by the minute. I'm spending a lot of time there lately!!

 

Concerning the flywheel. I have an oddfire flywheel. Don't know the ring gear tooth count, yet. How hard is this to rebalance for an even fire engine, Buick 231?
What vehicle specs would I use to buy a new even fire flywheel?

 

In mid-1977 the 231 was converted to "even-fire" (120 degree spaced firing impulses) by changing the crankshaft, ... The 231 even fire V6 uses a differently balanced flywheel from the odd fire engines though both are externally balanced. In order to balance an odd fire flywheel for use in an even fire engine a shop would need all of the reciprocating pieces harmonic balancer, crankshaft, connecting rods with pistons, and flywheel etc. So if you are running and old engine just use what you got. Is the general consensus around here. If one decides to buy a new even fire flywheel they run just about $300 dollars it appears.

 

Info that I have is T-14 V6 stick-out is 9.50 and the T-14 I6 is 8.50 the same as the T-15 at 8.50.

 

You'd have to change out the planetary hub in the overdrive to do this. Just that one piece is about $350 to buy new, and then you still have a T14 which is marginal strength wise. The T15 is much stouter and has the six spline output, that's the way to go.