Bell-housing is fine, as well as the U-joints, unless you wind up with another M-22/TH400/Super T-10 trans. Also, I believe your axles in a 63 housing should be 17 spline. There are a "few" manual transmissions that could be shorter, or longer (X-frame cars generally used a short, 3 speed manual trans, unless it was a 4 speed and they were the more "normal length, and some Pontiacs used longer 4 speeds-who knows why GM did that as it would have been cheaper to build everything, essentially the same length), although most manual GM transmissions are the same length, and therefor the drive shaft should work. So many things that should have been the same, but are't. I am Butch/56sedandelivery.
Should be the same size U-joints; some will be retained by "external" clips, others by "internal" clips; I'd wager they will be "external". The X-frame cars, 58-64 full size Chevrolet's, and some truck, used the shorter version of the Muncie 318 trans. Measure from the engine mounting surface of the bell-housing, to the end of the trans extension housing; it should be roughly 28 inches, unless you have the shorter Muncie 318 (doubtful). Driveline should be OK as long as the trans length is the same. I am Butch/56sedandelivery.
My 66 Suburban was a 283/p.g. truck, when I put a 350/turbo 350 in it I took the carrier bearing crossmember out and replaced the two piece driveshaft with a one piece custom built driveshaft. Here is an old HAMB thread on the subject https://www.jalopyjournal.com/forum/threads/1960-66-c10-drivelive-swap.478289/
The most common 3 gear in a Chevy was a sag. But I am not sure I have ever seen an aluminum Sag. I did have an all syncro Borg warner in my 41 Chevy pickup. I don't know what it was out but it was what I bought to use in the truck.
When I swapped a TH400 (from a TH-350) into my DD, OT Truck, 3/4 ton with a 2 piece drive-shaft, I wanted to go with a single shaft also. Drive Lines Northwest said it would be too long, and would't do it. Personally, I had my doubts, and they actually turned a job away ($$$). I still think it would have been fine, especially if they used larger tubing. Oh well, what's a guy supposed to do? I am Butch/56sedandelivery.
Hnstray; So if I understand correctly you are saying that drill out the threads on the "truck trans lower ears" "IF" you are going to "use a car bellhousing" Because the car bellhousing has all four bolt holes threaded into there bellhousing right? I'm sure one would "Not" want to drill out the threads on the lower two ears of the "Truck trans" "IF" "the bellhousing was from a truck?" Cuz then you would have to use a nut lock washer and bolt on the lower two ears and that would defeat the purpose right? ( That's If your trans and bellhousing are both from a truck do not drill out lower two trans ears right?) Just want to clarify what you wrote because if the way I wrote it is correct it will help younger people not make a mistake because they might read just your wright up above and think it means something different (do I make sense or should I not even bothered writing what I did??) I'm not trying to steep on toes here just help! And on my other wright up. What I should have asked is... On the Truck and the Car "Standard Transmissions" "there is a circle part" on the front of the transmission between the transmission ears and around the front input shaft. This circle that is machined on the standard transmissions has about a 1/8" lip (that stands out ward) on this circle and fits snugglie into the bellhousing some are bigger around then other's. So if my "truck bellhousing" has a Bigger Circle in it and the "Car transmission" has a Smaller Circle on it can it safely be used that way "OR" Should a person keep those bellhousing circles matched up with the transmission circles?? Hope I wrote it up correctly this time and sorry if I made a short story long and again "I did not mean to step on anyone's toes"... Thank You again for all your help I really appreciate everyone. 1Nimrod
Butch/56sedandelivery; The cast iron T10 I missed out on was the same length as my M318 trans so if the Nova Saginaw 3 speed trans is the same length as the cast iron T10 I should be okay unless like you said if the Nova Saginaw 3 speed is a short shift type! (Like the turbo 350 auto had a long and short shaft if I'm understanding you correctly) and I'm hopeful the U-joints will work as you said above. I'm just trying to get all my ducks in a row as Grandpa use to say... Thanks again for your help... 1Nimrod
You have it correct regarding the 'ears' and thread/no thread. Drill out threads on truck trans when used with car bell housing. No need to drill out truck trans with a truck bell housing. As for the 'circle thing'. That is called a front bearing retainer and, yes, they are found in two different diameters depending on what application they were used with. I think it's generally correct that the larger diameter retainer is use din truck and the smaller in cars. When a person has a smaller diameter retainer going into a larger bell housing opening, there are spacer rings available to fill the gap and more accurately center the transmission input shaft with the engine crankshaft. The bolts are not really close enough for the desired precision fit. If the retainer is too large, they often can be swapped for a smaller one or turned in down with a lathe.
DDDenny; So the Truck bellhousing mounts do they bolt onto the frame or are they welded on the frame on your 66? My 63 C10 bellhousing frame mounts should be the same as your 66 Burb hopefully? So you used a automatic cross member with the turbo 350 auto trans tale mount and ended up using a engine mounted starter ? I'm thinking of using a Car bellhousing to get rid of the Truck bellhousing mounts so I can also use a GM engine mounted starter. I think the GM engine mounted starter is easier to get and a little bit cheaper then the older GM truck bellhousing mounted starter's are? My wife is wanting me to go auto trans in my 63 C10 cuz she reminds me "I'm not getting any younger" and bad hips and knees might not like the standard trans in a few years LOL... What's a man too do LOL... Thank You also for all your help... 1Nimrod
ALL Saginaw's are the same length; there are some different lengths of early BW T-10's (Pontiac, in the early to mid 60's used a L-O-N-G BW T-10, all Super T-10's are the same length, all Muncie 4 speeds are the same length. It's the earlier Muncie 318 that came in 2 different lengths; the standard length most of us are used to, and the short version used in X-frame cars, and "some" trucks. Why do that, who knows? It would have made everything easier to have everything standardized, would have been cheaper for GM, but of course, not any cheaper for us consumers. Now, to really ad wood to the fire, since you're bringing up trucks; most trucks have a larger register hole in the bell-housing for the throwout bearing collar to slip into. There are adapter rings to compensate, the throwout bearing collar can be swapped out or machined smaller if say a truck trans was going to be used with a passenger car bell-housing. And yet another reason for standardizing things, but it's too late now GM. Is everyone getting really confused now? This thread has snowballed. I am Butch/56sedandelivery.
Hnstray; Okay thank you for that information (I knew the circle had a proper name but of course I didn't know it lol...) And thank you for the information on the reducer rings for the front bearing retainer and for putting up with me. Thank you all help is appreciated... 1Nimrod
Butch/56sedandelivery; Yes it has "Snowballed" But all of the information is needed and "I really Do Appreciate everyone's input and help" I've been away from "Hot Rod's" for many years cuz raising a family comes first $$ and now all the bird's have left the nest so thank God some time for my beautiful wife and I to do things we haven't been able to do for the last 44 year's I'm sure many can relate to what I'm saying. Thanks everyone again for all your help it's much appreciated... If I run into more issues or problems "I'LL Be Back"... 1Nimrod
Original automatic truck so no belhousing. I used the powerglide crossmember when the turbo 350 went in then things got kinda crazy, all this junk went in the dumpster. I wish I had known that the automatic crossmembers were hard to find. The tubular transmission crossmember is an aftermarket unit.
DDDenny; The Cooper's look cool... They look like the same size I have on my C10? I've picked up a cross member for auto trans and a auto steering column and linkage just in case I someday decide to go that route one never knows... I've heard that a person can use the auto cross member and auto steering column out of the 67-70's Chevy trucks/vans (and maybe a few car's) for converting the 60-66 C10's from standard trans to auto trans? Looks like you got yourself into alot of work there but it sure is fun when it's all done and driving down the road isn't it :~)... Nice welding job to by the way:~) Thanks again for your help DDDenny it's much appreciated... 1Nimrod
Year's later lol... Found two old pictures of one of my off topic Chevy II's. My 67 post Chevy II, it was my older brother's in 1975, he gave this Chevy II to me in 1977. This 67 Chevy II had short back buckets green interior, had the PG with Console Shifter & 283 original, my brother Bill bought this 67 Chevy II from my Brother-in-law's Brother Dana Knowlton, Dana was original 1st owner. The old 67 Chevy II had seen its better day's parked in a farmers field for sometime before my brother Bill bought the Chevy II, good old memories when I found these two old pictures from the 1970's.
I have a 67 SS, lost a bunch of photos to the cloud when my desktop computer went T-UP. Didn't take people serious when they said to back up everything. Also lost a packet of photos many years ago of my 65 Malibu drag car, I think they went with a bunch of newspapers. Now, back to transmissions!
1968-up not sure on which year had a 3-speed with a floor mounted shifter with a V8 a friend bought a new one pretty basic but it’s what it had. There is an aluminum case 3 speed “Saginaw”made for circle track racing. Mitchell Machine makes them in Iowa.They are called the Mitchell Bullit. The case “appears” as stock but has thicker ears and takes all stock parts. 1st is removed on the cluster so it has reverse, 2nd, and 3rd. All the gears have been narrowed. 2nd is for moving around in the pits and out on to the track; it is not for power application. We have had one in our 3000# 1/2 mile car for 8 years. I had him install ceramic bearings also.
That's one nice aluminum 3 speed tranny, not sure if that's what my brothers Chevy II had for a 3 speed Standard, it's been 44 years since I sold that aluminum 3 speed Standard Trans. The Mitchell Bullit 3 speed would be nice to have, I don't think it would work on a street vehicle the way the gears are set up for dirt track, be great if Mitchell's could build that 3 sp Aluminum Saginaw for my street driven 63 C10 $$ ?? Thank You. Dustin
Looks like my 63 C10's original short tail shaft iron case Muncie M318 tranny with the tapered front shaft, I see the X has the Shifter on top going into the tranny, C10's M318 has the two side linkage shifting rods. If I remember right Butch said the nickname for the stock 63 C10's M318 is "the peanut tranny" bcuz of it's small size and being a light duty tranny (for the C10's.) That X-Shift is a cool looking 3 speed tranny $$, it would work great for the Jr Drag Racers. Dustin
Seeing that he said "base Camaro" three speed the first thing that comes to mind is Saginaw. Here's a strange one, if you didn't order the four speed in the 65 Corvette with the 396 you got a three speed as the regular standard transmission, wonder how long those lasted.
The Mitchell aluminum case accepts ALL stock Saginaw gears, spacers, shafts, etc: You can contact him and I’m guessing he can assemble one for the street or possibly sell you a case and tail housing. He’s a business man and his business is building and selling transmissions among other things..
I don't know about the Chevy 11 3 speeds but many years ago we had a 68 Camaro with a factory 3 speed floor shift that was fully synchronized. Shifted smooth up and down (including first gear) If I could have found one locally I would have put it in my 56 Chev sedan delivery instead of a t-10 4 speed.
The Jalopy Journal
