Horror Story...watch what pilot bearing you put in
08-21-2008, 12:37 AM
#1
On The Tree
Thread Starter
iTrader: (4)
Join Date: Feb 2007
Location: North Ridgeville (suburbs of cleveland) Ohio
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
Horror Story...watch what pilot bearing you put in So I was putting my trans on my motor with new pilot bearing, And as the kid who was helping me was tightening my trans onto my motor, i hear a SNAP and see my block break off on the left corner if your looking at it from the output shaft. It broke all the way down to the oil galley. The kid helping me felt like an *** and i told him it wasnt his fault, and there was nothing we could do now. So then i went and bought another motor, then put in another pilot bearing, blah blah blah and realized that my trans was not sitting flush against the block. I take it all back apart, clutch flywheel and all, swap a different one out, swap slaves out, everything....still the same thing. So then I look at another motor and see that i have the wrong pilot bearing. Advance and Autozone have a bearing that slides in the first I.D. of the crank, while the OE one goes in the 2nd I.D. of the crank, to let the trans sit all the way in. Long Story....somewhat shorter, Autozone and Advance do not always have the right parts. And dont let friends tighten your bell housing bolts.
08-21-2008, 09:53 AM
#2
I have a 2005 CTSV (LS6) engine sitting on a stand that has the pilot bearing (large diameter) and two stock cranks that were from M6 LS1 Camaros and they have the smaller diameter roller pilot that is about 1/2 inch deeper in the crank, I'm thinking that was the trouble. That CTSV clutch assembly is enormous so it prolly has a deeper bellhousing that pushes the trans back that 1/2 inch or so.
08-21-2008, 10:18 AM
#4
I have a 2005 CTSV (LS6) engine sitting on a stand that has the pilot bearing (large diameter) and two stock cranks that were from M6 LS1 Camaros and they have the smaller diameter roller pilot that is about 1/2 inch deeper in the crank, I'm thinking that was the trouble. That CTSV clutch assembly is enormous so it prolly has a deeper bellhousing that pushes the trans back that 1/2 inch or so.
mike
08-21-2008, 11:09 AM
#6
Never use the bolts to pull the trans up. It should be able to touch the block before you even put the bolts in.
And even if you do decide to pull it up with the bolts don't use an amount of torque high enough to break the damn thing. If you need to turn it more than one foot pound, and it's not closing the gap you've got problems.
And even if you do decide to pull it up with the bolts don't use an amount of torque high enough to break the damn thing. If you need to turn it more than one foot pound, and it's not closing the gap you've got problems.
08-21-2008, 11:30 AM
#7
Never use the bolts to pull the trans up. It should be able to touch the block before you even put the bolts in.
And even if you do decide to pull it up with the bolts don't use an amount of torque high enough to break the damn thing. If you need to turn it more than one foot pound, and it's not closing the gap you've got problems.
And even if you do decide to pull it up with the bolts don't use an amount of torque high enough to break the damn thing. If you need to turn it more than one foot pound, and it's not closing the gap you've got problems.
+1 and make sure that the dowel alignment pins are lined up with their pilot holes. If not, you may see the same trouble as stated above.
