When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
The above didn't work out. The manufacturer was unable to modify the pressure plate mounting, nor tell me if this was already .4 taller. Looks like I am back to a hydraulic set up..
Sounds good. A 26 spline Richmond, T10, or Muncie with a 621 bellhousing are all the same and have a different input shaft length tan a T56 and require the use of the outer crank flange, LS7 pilot bushing. Similar to the 10 spline trans.
Gary, does a stock 1975 Super T-10 have much chance living a long and useful life behind a very stock LS1? My friends are saying it will break very quickly...
The torque ratings on T10s are based on the 1st gear ratio. They came in ratios from about 2.2 to 3.42. Guessing with a 75, it came from a corvette with a 2.88 1st gear that was behind a 350. THat should be fine with a stock motor and if you don't abuse it in 1st. I'm running a weaker 3.42 T10 with my 5.3 in my 72 Olds as a DD, no issues.
Originally Posted by Lotus7guy
Gary, does a stock 1975 Super T-10 have much chance living a long and useful life behind a very stock LS1? My friends are saying it will break very quickly...
Thanks Gary. Your guess on the 1st ratio is right on. One thing I failed to mention is that the car will only weigh about 1800lb with out driver which should make things even better.
Judging by your username and your car weighing about 1800#, would it be a Lotus7 clone like a Brunton Stalker or similar?
Very clost to the Brunton Stalker. I already own a Birkin 7 powered by a 2.0l, DOHC F-motor with Stage 3 Crower cams. At 1250lb and just over 200 hp, that car is very fun to drive. The LS+T10 project is based on the mid-60's Cheetah - Bill Thomas' answer to the Cobra. I'm hoping that 345hp in a 1800 lb car will be just a fun as my seven and appreciated a lot more by guys who love Chevy V8's.
I've always liked the Cheetah! An LS would be perfect for it!
Yes the aluminum LS should work perfectly in this little car. Unlike the original, I'll have a driveshaft about 8" long. The originals connected the output yoke of the transmission to the input yoke of the differential. With the LS engine weight, my calculations put me at 55-56% rear weight and 1740-1800 lbs. That's about 600-700lbs lighter than your typical Cobra.
Yes the aluminum LS should work perfectly in this little car. Unlike the original, I'll have a driveshaft about 8" long. The originals connected the output yoke of the transmission to the input yoke of the differential. With the LS engine weight, my calculations put me at 55-56% rear weight and 1740-1800 lbs. That's about 600-700lbs lighter than your typical Cobra.
I have an '82 Camaro with a T10 (I think the original from the car) and am in the middle of swap to a 5.3 aluminum block. Right now, I'm leaning toward keeping the T10, however converting from the Z-bar to a hydraulic clutch. I already have an LS1 Ram clutch and flywheel, so from what I gather reading here, that will work with an LS7 pilot bearing and I don't really "need" a Sachs or Macleod flyweel that's .4" thicker? Or did the machine shop actually do something right and install the correct bearing?
It's confusing for me reading about 10 spline this and Sachs flywheels and different bellhousings when people are have different cars and variations of T10s.
How do I verify which bellhousing I have? Is it stamped or have a specific part I can measure? The year/make/model of the truck isn't going to help. The previous owners were butchers and really kluged this thing together with parts it was never intended to have.
Thanks. I think I got my transmissions mixed up. Mine is the SM465 and it's going into a K30 truck application. Everything was bolting together smoothly so I was worried I was missing something. I don't want to claim victory yet but I used the LS7 bearing in my 5.3L crank, the NFW1050 flywheel (dowels ground flush), and the truck? bellhousing (HI 15530202), 11.5" clutch, and pressure plate combo from the truck. I'm able to bolt the pressure plate to the flywheel without opening up holes.
Thanks. I think I got my transmissions mixed up. Mine is the SM465 and it's going into a K30 truck application. Everything was bolting together smoothly so I was worried I was missing something. I don't want to claim victory yet but I used the LS7 bearing in my 5.3L crank, the NFW1050 flywheel (dowels ground flush), and the truck? bellhousing (HI 15530202), 11.5" clutch, and pressure plate combo from the truck. I'm able to bolt the pressure plate to the flywheel without opening up holes.
Is everyone reusing the flex plate fasteners for their flywheels? I seem some debate about whether the threads should have RTV or loctite on the threads. Some folks claim the holes are drilled through the crank and can leak oil. Doesn't make a lot of sense to me.
That is basically what I'm doing, mating a 5.3L to an SM465 in a '78 K20. LS7 bearing, NFW1050 flywheel, except I used a 2005 Silverado 3500 clutch and pressure plate to mate to the flywheel. This allows you to not have to modify the flywheel in any way, and uses the full friction material of the clutch disc.
07-23-2019, 07:21 PM
