auto to manual tranny swap detailed

8/7/2019 Auto to Manual Tranny Swap Detailed

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78 popularhotrodding.com

PHR PROJECT CAR

CLUTCHED ANDDANGEROUS

Project Olds takes a bigstep toward completion,

as we drop in a 461big-block and a Tremec

five-speed stick.

Without even realizing it, wed built a domestic ricer.Replete with a sweet stance, big wheels, gooey meats,and a cutting-edge suspension, our 65 Cutlass proj-

ect car certainly looked the part of the quintessentialg-Machine, but fell three gears and 300 hp short of being thereal deal. With the help of the School of AutomotiveMachinists, we embarked upon addressing the power shortagelast month by putting the nishing touches on a 514hp big-block. Now its time to move on to the second act of ProjectOlds powertrain shu e by ripping out the miserable two-speed slush box for a complete ve-speed swap kit from HurstDriveline Conversions. is comprehensive setup includesevery last nut and bolt necessary to install a Tremec TKO transinto a GM A-body, and any monkey with a wrench should beable to knock out the install over a weekend.

Hurst Driveline Conversions specializes in turnkey ve- andsix-speed swap kits for a variety of GM and Mopar muscle cars.Enthusiasts can choose between either a Tremec TKO 500 or

600, or a T56. Since one overdrive ratio was plenty for ProjectOlds intended use, we ordered up Hursts Elite conversion kitwith a TKO 600. Designed for cars originally equipped with an

automatic transmission, the Elite kit includes a ve- or a six-speed trans, a driveshaft, a speedometer cable, a trans mount, apilot bearing, a bellhousing, a ywheel, a clutch, a tunnel patch,and a shifter and knob. For factory manual trans cars, Hurstoers its Deluxe kit, which scratches the bellhousing, ywheel,and clutch o the list. If that formula of top-to-bottom thor-oughness sounds familiar, its because Hurst DrivelineConversions has been around for a while, but has recently

By Stephen Kim Photography by Roberto Maggiano

In addition to everything Hurst includes in its comprehensive Elite kit, we

ordered the optional SFI bellhousing, billet steel flywheel, and heavy-duty clutch.

Hydraulic clutch linkages and pedal kits are available for some cars as well.

The Cutlass is coming along nicely.I cant wait to steal the keys fromRobert and pound on it on theautocross. Brent Jarvis

PART 1

PHRP-100700-OLDS-078-81.indd 78 4/13/10 5:08:27 PM

P078__PHRP-100700.pgs 04.13.2010 17:34 PR3_41BLACK YELLOW MAGENTA CYAN


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JULY 2010 POPULAR HOT RODDING 79

changed its name. e companys former handles includeClassic Motorsports Group and Classic Chevy 5 Speed.Regardless of the moniker under which it operates, youd behard-pressed to piece together a Tremec trans swap for lessmoney than it costs to order up a complete kit from Hurst. Forthose who already have a custom driveshaft and shift knob, oneof Hursts Basic conversion kits can be had starting at $2,195.

In what has become a monthly tradition during the steadyprogress of Project Olds, we once again turned to PerformanceRestorations (www.PerformanceRestorations.com) for assis-tance with the install. A hardened veteran builder of ProTouring cars, Brent Jarvis has installed tons of ve-speeds inhis day. At our shop, ve-speed conversions and big brakeswaps are the two most popular upgrades that we do. Installinga modern ve-speed trans is one of the best mods you can

make to modernize an older muscle car and make it muchmore fun to drive, he says. Since were also dropping in a fresh461ci big-block Olds along with the Tremec ve-speed, we hadto break this story down into two parts. Well tackle the enginetransplant and bolt the tranny into place this month, then n-ish buttoning up the clutch linkage, pedals, driveshaft, shifter,and interior next month. en Project Olds will be ready toturn some laps!

Well spare you with the details on how to pull a 330 small-block

and a two-speed trans out of a 65 Cutlass, but su ce it to say

that they both came out in one fell swoop, and we were glad to

see them go. Upon measuring the dimensions of the small-block

next to the big-block, Jarvis realized that both are very similar in

size, so he decided to use small-block motor mounts to bolt the

461 in position.

Unlike the typical small- or

big-block Chevy, not all Olds

455 cranks were machinedfor a pilot bearing from the

factory, which was the case

with our 461. Its best to drill

out the crank before the

motor is assembled, but we

hadnt decided on whether

to run an automatic or a

five-speed at that time. The

solution was to enlarge the

back of the crank / inch

by hand, install a support

bushing, and then tap the

bearing into place.

Even though Project Oldswill spend most of its com-

petition time on the auto-

cross, we ordered up an

optional SFI-approved billet

steel flywheel should we

decide to mosey on over to

the dragstrip. In the unlikely

instance that something

does go wrong, theres a

block saver plate sand-

wiched between the block

and bellhousing.

Hurst includes

reproduction GM

621 bellhous-

ings with its kits,

but set us up

with an optional

Quick Time SFI

unit. Before

installing the

clutch, Jarvis

tightened thebellhousing to

spec and

attached a magnetic dial indicator to the crank to check for

runout. Hurst recommends a maximum of 0.005 inch of runout,

which ensures that the input shaft of the trans will align properly

in relation to the crankshaft. As it turned out, the bellhousing was

positioned too far toward the 8 oclock position, so it was moved

closer to the 2 oclock position using oset dowel pins. Jarvis

attributes the initial misalignment to poor manufacturing toleranc-

es when the Olds block was originally cast.

After aligning the bellhousing

to the block, Jarvis removed it

to bolt up the clutch. The

optional Hurst strip/comp

clutch features a dual-frictiondisc, a heavy-duty pressure

plate, and a throwout bearing.

Its rated at 650 hp, and Hurst

also oers a twin-disc upgrade

for more demanding applica-

tions. Jarvis recommends slid-

ing the clutch disc on the input

shaft of the trans to check for

binding, and cinching every-

thing down with red Loctite.

Before reattaching the

bellhousing, Hurst recom-

mends applying a light

coat of wheel bearing

grease to the arms of the

clutch fork and inner por-

tion of the throwout bear-

ing. Using too much

grease can cause it to

splash on the clutch and

destroy the lining materi-

al, so a light dab is all

thats necessary.

Isnt it strange how you dont haveto cut the floor on smaller GM carsfor a five-speed swap, but on thebigger cars you do? Brent Jarvis

PHRP-100700-OLDS-078-81.indd 79 4/13/10 5:08:30 PM



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CLUTCHED AND DANGEROUS

With the clutch and bellhousing attached, the 461 big-block

dropped right in without much drama using stock replacement

small-block engine mounts. In order to maintain the position

of the flywheel in relation to the firewall as close to stock as

possible, Jarvis massaged the oil pan a tad to provide additional

clearance between it and the steering linkage.

Some people are scared of install-ing a patch panel on the transtunnel, but since its going to becovered by carpet anyways, itdoesnt matter if youre not the best

welder out there. Je Mortenson,Hurst Driveline Conversions

Jarvis says smaller cars like GM F- and Y-bodies have ample trans

tunnel clearance for a five-speed swap, but larger GM A-bodies

require welding in a patch panel. Even though its a chore, to

prevent sparks from starting a fire, removing the seats and

upholstery is a mandatory safety measure.

RATIOS GALORETrans First Second Third Fourth Fifth SixthTKO 500 ..............3.27:1 .......1.98:1 ...... 1.34:1 .......1.00:1 ...... 0.68:1 ......n/aTKO 600 ..............2.87:1 .......1.89:1 ...... 1.28:1 .......1.00:1 ...... 0.64:1 ......n/aTKO 600 ..............2.87:1 .......1.89:1 ...... 1.28:1 .......1.00:1 ...... 0.82:1 ......n/aT56 Magnum .......2.66:1 ......1.78:1 ....... 1.30:1.......1.00:1 ...... 0.80:1 ......0.63:1T56 Magnum .......2.97:1 .......2.10:1 ...... 1.46:1 .......1.00:1 ...... 0.74:1 ......0.50:1

WHERE THE MONEY WENTItem: Price:

Hurst five-speed swap kit .....................................................................$3,445SFI bellhousing .........................................................................................$250Hurst billet steel flywheel .........................................................................$150Hurst strip/comp clutch ............................................................................ $345Total:.................................................................................................... $4,190

THE COST SO FARItem: PHR Price:

65 Olds Cutlass ................................................ Jan. 2010 ...................$7,500DSE four-link suspension .................................. Jan. 2010 ...................$2,345DSE front suspension ........................................ Feb. 2010...................$3,982Baer front and rear brakes ............................... Mar. 2010 ..................$2,670DSE brake booster ............................................ Mar. 2010 ..................... $375DSE steering kit ................................................. Apr. 2010 ......................$399Strange S60 rearend.........................................May 2010 ...................$2,295SAM 461 big-block Olds .................................... June 2010 ..................$8,504Hurst five-speed trans ....................................... July 2010 ....................$4,190Total:................................................................................................. $32,260

FIVE SPEEDS OR SIX?In addition to the three dierent trim levels oered byHurst Driveline Conversions kitsBasic, Deluxe, andEliteHurst oers a choice of either a Tremec 500 or600 five-speed, or a T56. To help Pro Touring aficiona-dos decide between them, heres a quick breakdownof what each has to oer. The Tremec TKO 500 and600 are an evolution of the TR-3550. These extremelystout gearboxes are rated at 500 and 600 lb-ft oftorque, respectively. While the TR-3550 was designedto work in concert with meager stock V-8s, the TKOsfeature larger gears, tapered roller bearings, a beefed-up case, an internal three-rail shift system with cast-ironforks, 4615 alloy steel gears and shafts, a stronger sin-

gle-piece countershaft, and a short-throw billet shifter.Furthermore, the TKO has provisions for eight dierentshifter locations, three crossmember mounting loca-tions, and electronic and mechanical speedometerpickups. The TKO 500 has a deep 3.27:1 First gear,while the TKO 600 has a 2.87:1 First, which accountsfor the dierence in torque capacity. Theres also anoption to choose between a 0.64:1 and a 0.82:1 over-drive on the TKO 600, while the TKO 500 has a 0.68:1Fifth gear. We opted for the taller 0.64:1 overdrive ratiowith Project Olds, as we felt the 0.82:1 overdrive wasintended more for road race applications. Factoring inits strength, versatility, and aordability, the TKO is themost popular aftermarket Tremec overdrive by a largemargin.

For those who need two overdrive ratios, the T56

Magnum is the new king on the hot rod block. A newand improved version of the venerable T56, this is thesame transmission used in new fifth-gen Camaros andC6 Corvettes. Tweaks include larger input and outputshafts, larger and stronger gears, an improved heattreatment process, a stronger case, double- and triple-cone synchronizers, laser-welded dog teeth, strongershift forks, and shorter throws. The result is an astound-ing 700 lb-ft torque capacity, which is more thanenough to handle the healthiest of big-blocks. Foradded versatility, the Magnum has multiple shifter loca-tions, mechanical and electric speedometer pickups,and is compatible with both cable and hydraulicallyactuated clutches.

PHRP-100700-OLDS-078-81.indd 80 4/13/10 5:09:01 PM



4/8

The prospect of cutting a hole in the

trans tunnel might seem daunting, but

Hurst makes the process as painless as

possible. A template is included with the

kit and clearly outlines where to cut.

After tracing the template, a cuto wheel

made quick work of the area to be clear-

anced. The patch panel supplied by Hurst

can be tack welded and seam sealed, or

a xed with sheetmetal screws.

Before patching up the trans tunnel, the

transmission was test-fitted to check for

proper clearance. We were pleased to

find that the template was spot-on, and

the headers easily cleared the bellhousing

and trans.

Many five-speed conversions require a

custom tubular crossmember, but

thanks to the A-bodys full-frame

design, this isnt necessary. The stock

crossmember can be reused by simply

sliding it rearward about 1.75 inches

on the framerail. The rearward shift is

minor enough that two of the four fac-

tory boltholes can be reused, and only

two new holes have to be drilled. Stay

tuned for next months issue, when we

finish up the tunnel patch, and install

the shifter, pedals, clutch linkage, and

driveshaft.

SOURCES:

HURST DRIVELINE

CONVERSIONS760-598-2244www.Hurst-Drivelines.com

PERFORMANCE

RESTORATIONS

847-566-7469www.PerformanceRestorations.com

SCHOOL OF

AUTOMOTIVE MACHINISTS

713-683-3817www.SAMRacing.com

812-481-4756 ridetech.com

350 S. St . Charles St . Jasper, IN 47546

GET

HOOKED

d .cr I 47546

DRoad Gripping,

Wheel Standing,Traction, Handling& Drivable Comfort

in one package!

PHRP-100700-OLDS-078-81.indd 81 4/13/10 5:09:10 PM



5/8


Laying patch and banging gears rep-resents the most fundamental tra-dition of hot rodding, but its

awfully hard to practice without a clutchpedal or a shifter. Last month, our 65Olds project car dumped its wheezy 330small-block and two-speed automaticcombo for a Pro Touringcertied 461cibig-block Olds and a Tremec TKO 600ve-speed from Hurst DrivelineConversions. e entirety of the power-

train swap was too much to cover in onestory, so were picking up where we lefto. So far, the bulk of the conversionhas already been completed, with thenew motor ensconced between theshock towers and the Tremec transbolted behind it. All thats left to addressare the clutch linkage, pedals, driveshaft,shifter, and interior.

To recap, Hurst DrivelineConversions set us up with one of its

Elite kits, which includes a Tremec TKO

600 trans, a driveshaft, a speedometercable, a trans mount, a pilot bearing, abellhousing, a ywheel, a clutch, a tun-nel patch, and a shifter and knob. iscomprehensive setup eliminates all theguesswork out of swapping in a ve-speed, and enables ordering up all thepertinent hardware under one conve-nient part number. Hurst oers ve-and six-speed conversion kits for mostpopular GM, Ford, and Mopar musclecars, and youd be hard-pressed to piecetogether a similar setup for less money.Lending a hand once again with theinstall is Brent Jarvis and the crew at

PHR PROJECT CAR

CLUTCHED ANDDANGEROUS

PART 2

Picking up where we left o lastmonth, we finish up the Tremec

five-speed swap in Project Olds.By Stephen Kim Photography by Roberto Maggiano

From the bottom side of the car, Jarvis

marked and drilled the spot on the patch

panel where the shifter needed to poke

through. It was then enlarged with a

3-inch hole saw. The hole should be cut

as small as possible, as it will allow less

heat and road noise to enter the cabin.

With all the welding and cutting of the

patch panel complete, the area was

painted inside and outside the car to

prevent corrosion.

Picking up where we stopped last month,

Brent Jarvis laid down the final welds onthe patch panel, which is included in the

Hurst kit. It can also be secured with rivets

or sheetmetal screws, but we elected to

weld it up for a cleaner install.

PHRP-100800-OLDS-078-81.indd 78 5/13/10 11:15:42 AM



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AUGUST 2010 POPULAR HOT RODDING 79

Performance Restorations (www.PerformanceRestorations.com). Withhundreds of ve-speed conversionsunder his belt, Jarvis was able to oerlots of insightful feedback on the nuanc-es of getting manually shifted.

Back underneath the car, it was time to

wire up the trans, which was pleasantly

simple. The Hurst kit includes a speedom-

eter cable that connects to the factory

gauge with plug-and-play simplicity. The

same goes for the reverse lights, but as

with most cars that have seen 40-plus

years on the road, the factory connectors

on Project Olds were severely thrashed,

so Jarvis hardwired them in instead. To

prevent bumping the starter with the trans

in gear, we hooked up a neutral safety

switch as well. The Hurst setup includes

fittings that screw into the starter termi-

nals, which are then spliced into the NSS.

Hurst oers both hydraulic and mechani-

cal clutch linkages for Chevelles. Granted,

the Cutlass shares the same A-body plat-

form as the Chevelle, but since there was

still the possibility that some variation

exists between the Olds and Chevy, we

ordered up a reproduction linkage assem-

bly from The Parts Place (PN MT4614T).

The kit includes a Z-bar and bracket,

brake and clutch pedals, a clutch pushrod,

a clutch fork, a clutch fork ball and push-

rod, return springs, and ball studs. The

Z-bar is an old-fashioned yet eective link-

age system whose center shaft mounts

between the driver side framerail, rightbehind the lower control arm, and the

engine block. Via actuator pushrods, one

lever connects to the clutch pedal, and

the other lever attaches to the clutch fork.

As the driver steps on the clutch pedal,

the Z-bar shaft rotates around the ball

studs, and transfers motion to the clutch

fork to disengage the pressure plate.

On most GM

muscle cars,

the Z-bar

mounting

bracket

attaches to

the outside

of the driver-

side fram-

erail. To

access theframerail,

Jarvis cut a

hole through

the driver-

side front

wheelwell. The Z-bar kit includes a tem-

plate to help position the mounting bracket

properly. Ideally, the Z-bar should be situ-

ated as parallel to the ground, and perpen-

dicular to the motor as possible to ensure

easy clutch disengagement.

One ball stud

attaches to

the bracket

thats welded

to the fram-erail, while

the other

screws into a

threaded

boss on the

block. The

ends of the

Z-bar shaft

slip onto the studs and rotate around

them. The threaded boss on the block is

very di cult to access inside the car, so it

was screwed in before the motor was

installed.

Most GM

muscle cars

equipped

with auto-

matic trans-

missions

from the fac-

tory also had

a hole in the

floorboard to

accommo-date the

clutch pedal

pushrod, but

it was cov-

ered by a

block-o plate. Removing it can be di -

cult since its hidden beneath the brake

booster, but it eliminates the need to drill

a hole yourself. The pedal kit includes a

rubber boot that bolts in place of the

block-o plate using the stock screws.

With the pedals in position, the clutch

actuator pushrod was attached from the

pedal to the Z-bar, and then the master

cylinder pushrod was connected to the

brake pedal. Next, the clutch fork pushrod

and springs were attached to the Z-barand clutch fork.

As the link-

age assem-

bly begins

pulling on

the clutch

fork, it piv-

ots on an

adjustable

ball stud,

which in

turn releas-

es the

throwout

bearing on

the pres-sure plate.

Exactly

how the

ball stud is

adjusted determines where in the pedals

range of travel the clutch engages. Many

drag racers prefer a clutch pedal that

engages right o the floor for quick

launches and reaction times. Road racers,

on the other hand, often prefer the pedal

to engage as high up the travel range as

possible for brisk shifts and reduced

clutch rattle. Since Project Olds certainly

isnt a drag car, Jarvis opted for the latter

option by lengthening the adjuster stud

until the clutch fork began contacting the

throwout bearing, then backed it o a fewturns. After the clutchs break-in period,

the linkage should be adjusted again to

take up any slack.

Accessing the pedal box area can be a

pain, as it requires dropping the steering

column. Fortunately, bolting up the pedals

is less challenging. The big automatic

brake pedal in our Cutlass was attached

with a tube that ran through the pivot

point, which was then locked down with a

pin. The manual trans clutch/brake pedal

assembly mounts in a similar fashion to

the stock location. The only dierence is

that the clutch pedal pivot slides inside

the pivot tube of the brake pedal.

An aluminum drive-shaft would probably

work fine, but A-bodieshave a long wheelbaseof about 115 inches, soI prefer using a steelunit. Brent Jarvis

PHRP-100800-OLDS-078-81.indd 79 5/13/10 11:15:45 AM



7/8

While test-fitting the driveshaft, its good

practice to check for su cient runout.

The sweet spot is roughly an inch, which

prevents both the slip yoke from smashing

into the trans as the suspension com-

presses, and ensures adequate spline

engagement.

With the pedals in place, the

steering column was re-installed.

Obviously, the granny column

shifter is of little use now, so it

was tossed in the trash.

TRANS BREAKINAs with most situations when dealing with fresh components, common sense

goes a long way when breaking in a brand-new transmission. With new gears,blocker rings, and synchronizers, a new transmission will feel a bit tight at first,but Je Mortenson of Hurst says this is completely normal, and the trans willloosen up after 50-60 miles. For thefirst 500 miles, you want to take iteasy. As tempting as it may be, hold oon dumping the clutch or power shift-ing, he says. The TKOs need to befilled with 2.65 quarts of a quality transfluid like GM Synchromesh before youput any street miles on them. The fluidis designed to last the life of the trans-mission, so you dont have to drain itafter the break-in period.

WHERE THE MONEY WENTItem: PN: Price:

Clutch pedal and linkage kit ........... MT4614T .............. $289Total:............................................................................ $289

THE COST SO FARItem: PHR Price:

65 Olds Cutlass .......................January 2010 ...........$7,500DSE four-link suspension ......... January 2010 ........... $2,345DSE front suspension ............... February 2010 .........$3,982Baer front and rear brakes ......March 2010 .............. $2,670DSE brake booster ................... March 2010 ..................$375DSE steering kit ........................ April 2010 ................... $399Strange S60 rearend................May 2010 .................$2,295SAM 461 big-block....................June 2010 ................ $8,504Hurst five-speed trans .............. July 2010 ..................$4,190Clutch pedal/linkage ................August 2010 ............... $289Total:...................................................................... $32,549

CLUTCHED AND DANGEROUS

Included in the Hurst swap kit is a custom

driveshaft from Inland Empire Driveline.

After sending in the necessary measure-ments, it sent us a 3-inch steel driveshaft

to mate up with our TKO 600 and

1350-series rearend yoke. Although an

aluminum shaft would probably work just

fine, Jarvis prefers steel units in A-bodies

since their wheelbase is so long.

With a mechani-cal clutch link-age, make sureto grease all thelinkage compo-nents and joints toprevent squeaks.Brent Jarvis

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PHRP-100800-OLDS-078-81.indd 80 5/13/10 11:15:59 AM



8/8

SOURCES:

HURST DRIVELINECONVERSIONS760-598-2244www.Hurst-Drivelines.com

PERFORMANCERESTORATIONS847-566-7469www.PerformanceRestorations.com

SCHOOL OF AUTOMOTIVEMACHINISTS713-683-3817www.SAMRacing.com

THE PARTS PLACE630-365-1800www.ThePartsPlaceInc.com

After installing the clutch linkage and patch

panel, the final step was buttoning up the

interior. The only modification necessary

was cutting a small hole in the carpet for

the shifter. If retaining the bench seats,

one caveat is that the shifter needs to

be positioned as far forward as possible.

Fortunately, the TKO 600 has multiple

shifter mounting locations. Furthermore,

for those who have bucket seats and a

factory center console, Hurst also oers

an oset shifter to position it perfectly in

the stock hole.

Project Olds is

just about fin-ished, and by

the time you

read this, the

fuel system,

exhaust, and

cooling system

will already be

completed. One

of the last items

to be bolted up

before firing up

the 461 was an MSD 6AL2 ignition box,

which we mounted underdash for quick

and easy rev-limit adjustments.

Adjusting the clutchlinkage for quick shiftsnot only makes a carbetter on the roadcourse, it also makesit more streetable byreducing slack andnoise from the clutchassembly. Brent Jarvis

ATI Performance Products, Inc 6747 Whitestone Road Gwynn Oak, Maryland 21207

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auto to manual tranny swap detailed

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