Here we go again . . . SM465 swap prob's

Bummer Dude!

After weeks of squeaking out a few minutes here and a few there I buttoned up the last of my SM465 swap yesterday.
All had gone smoothly (well there were those problems with my pilot bearing, the flywheel that was cracked, the problem with the bellhousing alignment pins, the new 12 ton jack stands 'cuz the trans wouldn't fit under the jeep on the 5 ton one, and the fabrication of the cross member. skid plate (Oh yeah . . . that's where I broke my hand!)

Anyway . . . .
No drive shafts but I couldn't wait. . . . Fired up the ol' 360 and CLUNK!
(What????) I tried it again . . . CLUNK!

I thought the starter must be off so I pulled it and all looks good (except there is a little chunk out of that nice new starter gear ) Back on and same CLUNK! Made sure that the trans and transfer case in neutral . . . CLUNK!

I pulled my plugs . . . I can't turn over the engine and transmission by hand. I checked the linkage and it feels good and it feels as if the clutch plate is moving (but I can't get in there with a feeler gauge to measure).

Everything seemed to slide together nice and smooth.

I've started to pull the whole thing out again but just in case I missed something stupid (wouldn't be the first time), anyone have any ideas what might be binding things up so much that my starter wont turn it over?

Thanks, and sorry about the long post.

 

My guess is the flywheel is touching the bell housing for some reason. Loosen all the bell housing to engine bolts, pull the tranny/bell housing back a little, and see if the engine turns by hand.

 

Possible mismatch between the tooth count on the starter gear and the flywheel ring gear?

 

Good ideas. I'm setting up an engine hoist this time (I used a chain hoist from my roll cage and a transmission lift when I put it in). I think with it hanging I will have better control of all that weight and will be better able to see what goes where when I pull / return it through the clutch plate.

Thanks for your input, I'll let you know what happens.

 

When I decided to rebuild the 304 and adapt in a Ford T-18 tranny, what we did was assemble the engine, clutch and tranny on the bench to makes sure it
all fit right. I then I removed the grill, and we slid the whole package in and worked on mounting the tranny to the cross member. That's when it got real interesting. We had to remove the old exhaust and modify the crossmember to accept the transfer case. In my case it was a dana 20. I don't know if the 465 + the D300 is longer or shorter. I'm just thinking that pulling the whole mess out and making sure it all fits and turns over correctly might make more sense than working underneath the jeep? Good luck! Doc

 

Everything came off the Jeep (again) yesterday.

There was a spot where the clutch had rubbed on the inside of the bellhousing (on the vein of aluminum that comes down the ventral (bottom) side. I measured and it looked as if the clutch should clear but I ground it down. Now (in retrospect) I think the rub mark was just form the transmission sitting against the clutch as it was hooked up the last time).

Now with the plugs out and the transmission off I tried turning the 360 over. . . . Even with a flywheel holding tool I could berly turn it and there is a rubbing sound ?!?!? Turns out my flywheel bolts are a smidge too long so that they extend out from the crank shaft flange and one (at least) rubs on the back side of the engine !!!

So today (after my daughter's Birthday party) or next weekend I'll pull the clutch and the flywheel (wish I didn't use that LocTite!) and see if I can't find some shorter flywheel bolts.

 

your luck sounds just like mine,sorry to hear your misfortune but at least it is a simple fix

 

thats how Put mine in place to line it up and weld on motor mounts. Bolted it all together, and eased it into place. grill off. 225 / T-98 / d18.

at least it is something simple

 

Don / Doc,
I think that pulling the power train in one nice piece is a great plan . . . with the original engine, transmission and transfer case. But, in my case, the bellhousing, transmission and transfer case weigh in at over 250 lbs (dry). Add the V8 (about 640 pounds (dry) according to Wikipedia) to that and you're looking at 1000 lbs or more in a package that 's close to 6 feet long.
Not too bad if you are going to pull the entire front clip or better yet do the frame off approach, but not what I want to snake over my radiator! [/]
If I could start over and do it anyway I wanted I think I would do it on a lift with a good commercial transmission lift.
Thanks for your wisdom and I'll let you know how round two goes.