FLy Wheel alignment

So, I installed my flywheel, clutch, transmission, transfer case on my '58 CJ5. I am at the point where I am about to start the newly rebuilt engine for the first time and I just found out in my research that I may have screwed that up. I was unaware that the flywheel needed to be aligned with the crankshaft in any special way. I just installed it. There is no way of knowing if it is in the right place without disassembling 4 weekends worth of work. What to do???!!?

 

i believe the crank and flywheel are drilled slightly offset so that it only goes on one way. thats for the 225. for the f head i don't think it matters so long and you have the special crank bolts.

 

Well I have the two tapered bolts on my F head fly wheel. I remeber it was a pain to get it mounted because it didnt want to slide on easily. I dont remember the exact position obviously but it seemed like it would only go on one way.

 

Its better to play it safe and pull it back apart and double check than to crank it up and something break and do major damage! Its always better to be safe than sorry!

 

I know the V6 flywheel only goes back on one way. If the 4 banger flywheel had to go a certain way I'm sure it would be made so it would only go on that way too. Don't tear it all apart until you get some more input. PM nickmil, I'm sure he would know.

 

I didn't do anything special with the f-head flywheel but I have probaby 10 minutes of run time on it.. Most, if not all, flywheels that require a certain alignment on the crank are built so they can only go that one way.

 

I'm not so sure - most (all?) inline engines are internally balanced (aka "neutral balance"). If so, the orientation of the flywheel won't matter wrt the crank; they are both in-balance separately.

A 225 V6 is externally balanced ("detroit balance") and the crank-to-flywheel can only have one orientation.

 

From what I recall from replacing my clutch and resurfacing the flywheel it went back on 2 ways,
if you have the timing window and notches you can find top dead center on the flywheel and see if #1 piston is top dead center.

 

throw a dial indicator on it & see how it sits-- there's a procedure list in the FSM on what to check for & what the tolerances are.

Just as important are how well the bell housing lines up-- gotta have the bell housing parallel & concentric to the flywheel

having all this stuff out of spec will eat up a cluch disc. Ask me how I know...