After determining I must have a binding issue at the transmission pilot bushing interface.(see recent post `Working backwards`) I have removed the transmission, clutch and the existing pilot bushing . The bushing came out grudgingly with the bread method of extraction. The bushing is worn in an uneven shape inside indicating a poorly aligned trans. shaft . The OD of this bushing measures 1.091 in I ordered two replacement bushings: A Dorman 690034 the one to use with original powerglide to manual conversion for 50 to 52 235`s. this has an OD of 1.060 in .and an ID of .593 in. I slipped this bushing right into the crankshaft hole by hand and it `s not even a snug fit at all. The second bushing is the replacement bushing for the damaged one I extracted, it is National part number PB-656-HD with an ID of .592 and OD of 1.096. Both bushings slide easily over the transmission snout and seem a good easy fit. (NO apparent damage to transmission snout). Perhaps this engine` s crank had been re-machined to fit the common Chevy size bushing. I have eliminated the Dorman 690034 as a possibility as it`s too small for the hole . The national bushing I ordered actually slightly bigger in OD and I had a difficult time originally driving the damaged bushing in (used a socket and dead-blow hammer, so the new one would probably need a shave to fit. I don`t have easy access to a lathe ,but may be able to arrange some work at a machine shop. It`s not brain surgery but it`s beginning to feel like it! Any suggestions?
Glad to see the National bushing is a proper bronze unit. I learned the hard way that the gold colored ones most suppliers sell is steel. A magnet quickly identifies them but I didn't know the difference. Wasn't long before it started seizing. If the fit is close and you have a drill press perhaps you can rig something up to allow you to hit it with fine emery paper while it spins.
Do you have a 1/2" drill motor or a drill press? Wrap masking tape around a 1/2" bolt until the bushing is a snug slip fit, then tighten a nut onto the bolt so you can spin it in the drill. Use emery cloth or sandpaper to dress the OD until it's a couple of thousandths bigger than the crankshaft counterbore and tap it in with a little red or green loctite on the OD. Jerry
"It is better to be silent and be thought a fool than to speak and eliminate all doubt!" - Abraham Lincoln Cringe and wail in fear, Eloi- - - - -we Morlocks are on the hunt! There is nothing noble in being superior to your fellow man; true nobility is being superior to your former self. - Ernest Hemingway Love your enemies and drive 'em nuts!
Success! the drill press sanding technique worked great. I now have the pilot bushing, clutch and tranny back in . Wondering if it`s OK to run the engine before hooking up the torque tube so I can test the clutch, and run thru the gears before final assembly?
No problem- - - -just make sure to remove any U joint pieces before you spin the output shaft. Jerry
"It is better to be silent and be thought a fool than to speak and eliminate all doubt!" - Abraham Lincoln Cringe and wail in fear, Eloi- - - - -we Morlocks are on the hunt! There is nothing noble in being superior to your fellow man; true nobility is being superior to your former self. - Ernest Hemingway Love your enemies and drive 'em nuts!
