Daniel,
Usually an adapter is made between the block and the bellhousing of the
new
tranny. After stacking up the dimensions of the resulting gap between the
crank and flexplate, an adapter is made to mate the two together. A
converter from a comparable 4 or 6 cyl would work. The only noticable
difference may be a slight change in the stall speed of the converter. The
tranny, flexplate, converter and the starter could all be scavenged GM
parts, but you may have to enlist your friendly neighborhood draftsman to
lay out the adapters. Hmm. Sounds like a challenge.
Jaybird
-----Original Message-----
From Daniel1312 at aol.com [mailto:Daniel1312@aol.com]
Sent: Wednesday, October 25, 2000 4:09 AM
To: jaybird@isoc.net; DLancer7676@cs.com; rcbrown@lucent.com;
ryan_marro@hotmail.com
Cc: spridgets@autox.team.net
Subject: Re: Engine and Transmission
In a message dated 25/10/00 00:55:21 GMT Daylight Time, jaybird@isoc.net
writes:
One of the first things I ask myself about any kind of parts swap is not is
this engine a Japanesese engine (that is the 2nd question) but how much does
it weigh?
The Spridget is a fairly light car and increases in weight can effect it
adversely - hence the K-Series engine swap is Ok in my book because it is an
aluminium alloy engine. Five speed swaps are always heavier than the stock
box but give a comfort/pleasure/performance increase greater than the losses
suffered by a weight increase.
Generally an auto box is on the heavy and bulky side and in any event how
easy will it be to hang a suitable torque converter on the back of the crank
of any given engine in question - they are usually specifically designed.
1312
<< Dave,
TH200's were in about any RWD GM from 77' to 81'. Trans Ams, Camaros,
Novas
and any of the variants. They are 3-spd automatics and were real junk when
they came out. That, in my opinion, would take the fun out of a Spridget.
But, maybe not for some people!
Jaybird
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