I’ve just measured my ‘66 327, the pilot hole is aprox 15,4 mm deep, thats about 0,6”…. Came stock with powerglide. (As far as I know)
So yeah I’m seriously considering that. I’ve always thought that a true hot rod should have 3 pedals. No offense intended. The only reason I was going with the auto was that it seemed the logical decision given it was included in the sale and I’m trying to get this drivable as soon as possible. Of course switching to a manual trans will come with a whole host of other issues I’m aware but I’m gonna think about it. So just a quick follow up my pilot hole on the 283 crank is a little more than 1/2” deep, however the area where the pilot rides is only about 325 thousandths of an inch or 5/16” no way I’m getting that pilot on the B/A TC in that hole, the pilot is not solid and cannot be machined. The pilot I would need is typically what I’ve observed on power glide converters. However the power glide TC’s that I’ve been able to get my hands on are splined differently so I’m going around in circles. It’s getting pretty comical at this point. Thanks guys for all your help and suggestions. If anyone knows a good the****** message me!
They make a turbo spline powerglide converter, little expensive and way over what you need, but they do make one. I still think you should put the converter in the trans and bolt the trans to the engine to see the gap. There's an acceptable amount you slide the converter forward so it's not bottomed out in the pump, you may be able to run a spacer between flexplate and converter so only the nose settles into the crank.
Here's another possibility, depending on what year the 283 crankshaft was for, you may have a TURBOGLIDE crankshaft. I am pretty sure that the Powerglide and TURBOGLIDE crankshafts had different pilot bearing bores. It could be possible that the converter pilot bores were different in depth too.
I don’t believe I’ve ever had a converter that wouldn’t lay flat on the floor. A few TH400’s and a TH350. Right now I have a 700R4 laying flat. I don’t recall the two 727 converters.
You can buy a convertor with an extended nose for use with a 1/4 in. mid plate . Is that what you have ?
Ok I’m happy to report that this problem that I’ve been having is none other than the wrong TC. For the record I showed this TC, in its original box to 2 different transmission shops that both confirmed that it’s the correct part for my application as well as a former employee of my local transmission shop that closed last year and all agreed it was correct. What I found out yesterday was the B1A TC is for a Buick Pontiac Olds application only as they have a deeper pilot hole in the crank. Holy S**t I can’t believe it. I was told this info by a guy online selling a turbo 350 and TC that he removed from a ‘69 Camaro. I had seen his pictures of what he was selling and saw immediately that the his torque converter had the shorter pilot. I ordered the correct TC from my local parts store and should have it today. Thanks for all the suggestions you all have made. I’m sorry to have wasted so much time on this subject.
We have used the Chevy style torque converter with mounting pads that use bolt and nut and BOP style with welded on mounting lugs in either application without issues. I don't believe the dimensions are different between the two. I did measure a mid 1960s 327 crankshaft I have on an engine stand and the dimentions are as follows: From the crank register to the step in the torque converter pilot hole: .515" From the crank register to the bottom of the torque converter pilot hole: .570 From the crank register to the mounting face for flywheel: .310" Your measurements are quite a bit different than this 327 Here are the photos. Bill
According to my Dynamic Torque Converter Book. BOP style pilot length: .675" Chevy style pilot length: 1.187" But the front of the torque converters are completely different style. Hub length on both is: 2.125" I believe both overall dimensions are the same. Bill
Thanks Bill, yes putting the BOP TC next to the one I just got today they are noticeably different in shape both the pilot and mounting surface. The Pro-King GM4401 TC that I received today fits perfectly in the pilot hole without bottoming out and the other measurements I took indicated I’ll have approximately .100” of play once the TC is all bolted up with the trans in place. Perhaps because I’m using a 283 crank the pilot hole may have been machined differently? The first photo is the BOP TC and the second photo is the one I just purchased GM4401. In any case I’m ready to move on and get this all bolted together so I can be driving this Spring with the wind blowing through my hair. BTW it’ll be the hair on my left arm as nothing is left on my head.
See learn something new every day. I have been in the transmission business for more than 40 years and never ran into this issue before. Back in the day, it was somewhat not uncommon to use a different style TH350 12" converter than was originally installed, (BOP type or Chevy type), in any GM car line, due to we didn't have the same one in stock. Didn't happen a lot, but did happen. Overall dimensions were the same and had no fitment issues. Even many TH350s had originally 13" TH400 style converters from the factory, depending on the car model. Maybe some of the 283s cranks were machined different? The measurements I had on the 327 were much deeper than you'r measurements. Glad you got it figured out. Bill
I had the same issue with a newly rebuilt torque converter in which the stator had been installed backward. After a lot of frustration had to send it back to have it repaired.
Just in case anyone goes to a stick shift. 283/327 Power Glide cranks use a special diameter bronze pilot bearing. This should save future midnight ****** swap nightmares. I can add P/N if you need it. I have several for just an occasion.
The Jalopy Journal
