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Re: 5.3 to Trans Help
Quote:
Originally Posted by 71chevystep4x4
That is because only newer Gen III engines use the dowel pins to line up the pressure plate. Gen I engines used 3/8 shouldered bolts to "center" the pressure plate, so with what we are doing is using a Gen I clutch on a Gen III flywheel, because it used the same blot pattern for the clutch. So where I got confused, was they stated that NFW1050 is tapped with 3/8 threads, which mine was not. So as I read in another swap forum somewhere, I just slightly drilled the three smaller holes out, and mounted it with new metric pressure plate bolts. By the way it lined up, I couldn't see how it could be any "more centered" than what it was, by not using shouldered bolts, or dowel pins. And it runs smooth as hell. Keep in mind, this is also the "affordable" route, as I did not have the money to throw down on a $600 special swap flywheel and clutch combo, usually offered by Mcleod.
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I have the same flywheel, & do understand about the cash  I am into the spot to build.....but the old setup has been "trashed" to hard ! I should start a fresh thead on this, but I feel that it will apply here? A question, for the guys that have played the LS? I know that a 97-04 Camero clutch kit will bolt to my truck flywheel....but the ? is, will it work with the gen I bell & be proper length, with the manuel linkage/throwout bearing? Longhorn
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69 longhorn,4" chop,3/5 drop, 1/2 ton suspension/disc brakes,1 1/2" body drop,steel tilt clip, 5.3/Edelbrock rpm intake/600 carb, Hooker streetrod shorties,2 1/2" exhaust/ H pipe/50's Flows , 6 spd Richmond trans,12 bolt/ 3.40 gears....
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