[Rashionality]

Power shifting is also know as "flat-shifting"...works really well in those 85 1/2 and up Rustang GT's...you know, the "Box" shaped cars. I'll never forget the look on my friend's face when i did it in his car... [img]/infopop/emoticons/icon_smile.gif[/img]

[This message has been edited by Rashionality (edited 12-11-2001).]

[Robert Imhof]

<BLOCKQUOTE class="ip-ubbcode-quote"><font size="-1">quote:</font><HR>Originally posted by Tom McQueen:
Theres always a modified Hemi 4 speed from Liberty. I have one. Rated for low 500 ft lbs.<HR></BLOCKQUOTE>

How much was it? and would it fit into the stock console on my 1972 Lemans?

-Robert Imhof

------------------
"It's all fun and games until somebody gets their doors blown off!" Sleepers Rule!
-Pontiac Lemans, The ultimate sleeper.

[Skip Fix]

Call Liberty transmissions. They rebuild alot for stockers. They can steer you the right direction. They can build you a bulletproof tranny also.

The adjustable clutches can take some of the hit off the driveline and have a controlled "slip" on launch(also the hydraulic throwout bearings can too).

A regular clutch that much hp and Pontiac troque I'll guarranty you'll end up with breakage.

[6567GTO]

The trans. I mentioned earlier in this thread is a Liberty piece. It doesn't have synchros and comes with an inline shifter (no "H" pattern). I realise that it's not to great for the street but I'd like to give it a try. The guy that has it is a reputable driveline specialist in my area. It's totally rebuilt. Does anyone think it's worth $900?

[77TA]

I was told by two four speed shops that the strongest old four speed with the exception of the hemi 4 speed was a Iron Case with Iron midplate SUper T10 with High Nickle Gears. 500-550 ftlbs all day long. One of the shops was TEX-RACING they build trans for Winston cup teams. FYI

[larry davis]

I got my Super T-10 w/ the nickel gears, steel mid-plate, & lower 1st ratio from G&G Specialties 10 years ago. I've ran the p!ss out of it! Used w/ my old 400 making @ 360-380 HP & comparable torque. I broke two stock T-10s, three if you count the repair to one of them, before I wised up.
I don't know if G&G is still in business, I think Richmond bought them out? Anyway, I bought it through Summit and called G&G direct to discuss application.
I hope it will hold up to the new 428 (440) @sskicker!

[Robert Imhof]

I have one more question (for now), Is it worth it to buy a billet flywheel and Lakewood bellhousing? What would be the advantages/disadvantages?

['ol Pinion head]

Dewayne & Larry,
Like your choices. Have a castiron case 2.43 close ratio SuperT10 to go in my '72 T/A. I bought it, as I don't want to b l o w the original M22

I need one of those steel midplates, any contact info would be great... Dewayne, do you still have your old cast iron ST-10?

[ January 10, 2002: Message edited by: ol' Pinion head ]</p>

['ol Pinion head]

Robert, Do you value your feet & legs?

A new steel SFI 11" flywheel is a smart buy for anything over stock performance applications. From trannies I've installed, & discussing it with owners, steel scattershields often need aligning, not a direct bolt on like a stock aluminum bellhousing, but a whole lot safer.

Would be great to hear how many on the board have had to haul their new scattershield to the machine shop to "true" it up. Getting close installing my own & would love to hear your experiences.

[Robert Imhof]

What weight flywheel and what brand?

[ January 10, 2002: Message edited by: Robert Imhof ]</p>

[larry davis]

OPH, I lunched my original T-10 & another boneyard unit before I realized I had too much torque. That was w/ my old 400, which was mildly built to @ 380HP.

I bought the G&G Super T-10 complete, no exchange. It's got an aluminum case though, but steel mid-plate & the high nickel gears.

I too am interested in everyone's experiences w/ the Lakewood bellhousing. I posted a thread here in the race column, but to date no one has replied??? Go figure???
Maybe someone w/ your esteem can get some insight.
Seems like everyone just wants to BS & B!tch about anything non Pontiac related lately.

Whadayathink?

['ol Pinion head]

"my esteem", HAHAHAHAHAHA, that's a good one. Larry. [img]/infopop/emoticons/icon_biggrin.gif[/img]

I'm just shooting for 1 again. Looks like Rash is gonna beat me!

['ol Pinion head]

Larry,
I'll be serious on this one...If your 2 bolt engine mount adapters position the block in the same position, I' d bet, you will be fine. Would like to hear a response to your original question, as I'm about to install a Lakewood shield in 2nd Gen T/A, myself.

Problems, I've personally seen... occasionally you will run across one of these used shields notched for a header tube, so errant header tubes can be a problem. I believe cutting or grinding on the shield voids it's SFI designation, though this may not matter to a lot of guys...

Other problem (quite frequent) is they will not always be machined perfectly parallel from block mtg pad to machined tranny mounting pad. Best to dial indicate them off of perfectly flat table. Know of several that have been remachined to take out this intollerance.

[Old Man Taylor]

Robert Imhof - I have sent you a description of things to consider when selecting a flywheel. Let me know if you have any questions.

[Tom Vaught]

"My M21 HD held-up to the 455 and 3.5:1 gears, but street tires, not slicks. They seem to bust-up when shifting from 2nd to 3rd."
The reason why they bust up is that the 3rd gear is in the middle of the case. When you apply a lot of torque the Main shaft gear and the cluster gear try and separate which bends the factory countershaft. Muncie increased the size of the shaft to 1" but the center of the trans is still unsupported. The Doug Nash trans has a support to solve this problem. We ran an all steel 66 427
cid chevelle with tunnel ram, super T-10, and 5.13 gear for 3 years leaving at 5000 rpm each time and never hurt the trans. I agree with Larry!

[larry davis]

OPH & others, I've heard stories about bellhousing / block centerline misalignment that
required the use of offset dowl pins.
I'm curious about the actual bolts; if they will counteract the affects of these dowels?
I'd hate to spend the $ on a Lakewood & still have to do a lot of machining.

OPH, did you buy your bellhousing new?

One of our collegues must have some insight.

[sherm455]

OPH- I am setting up a Lakewood shield in my 71 T/A. Since the motor is out, I have been trial fitting the shield to the back of the block. There is some misalignment between the block mounting point and tranny mount. I did indicate it at work on our huge granite plate and found this out. About .015 parallelism, so I will machine the shield block mounting surface. it is hard to measure the concentricity between the centerline of the crank hub to the centerline of the tranny input shaft. I am not sure if this is truly necessary, since maybe there is some tolerance "stackup" in the other tranny components.