chevy 383ci engine transplant into my griffith 500
Discussion
i'm going to swap into my griffith 500 a chevy 383 built by american speed co. of Ill. (same builder of the chevies going into 'ultima' cars), dinoed output is 460hp at a relatively low 5.800rpms...the question is: how to smoothly fix the chevy powerplant to the T5 trans, i know i'll need adapter plates and bellhousing, i'm reserching these parts in USA where the T5 trans is very common...but i wanted to know if any of you has a direct experience in this territory.
i'll uprate the T5 anyway, i've been told gearboxman is a good T5 builder, any comments here?
last one: should clutch, driveshaft, half shafts and differential be upgraded as well? where could i buy/rebuild these parts?
should i get the body apart before starting the job? or could i work on the swap with the body onto the car?
here is a small vid of my griff as it runs at moment...thanks for all your comments, advices and informations/Giuseppe
[URL=http://s30.photobucket.com/albums/c33]
[/URL]
i'll uprate the T5 anyway, i've been told gearboxman is a good T5 builder, any comments here?
last one: should clutch, driveshaft, half shafts and differential be upgraded as well? where could i buy/rebuild these parts?
should i get the body apart before starting the job? or could i work on the swap with the body onto the car?
here is a small vid of my griff as it runs at moment...thanks for all your comments, advices and informations/Giuseppe
[URL=http://s30.photobucket.com/albums/c33]
[/URL] Edited by panic on Sunday 13th May 16:08
The AJP Griff said:
Jellison has put a chevvy engine in a chim,which would be pretty similar i'd have thought.I would imagine he would be happy to share his experiences.You might be better off putting this thread in the major mods section,to get the best advice for this kind of thing?
if i'm not wrong Jellison put a new generation chevy (efi), this transplant should be an easier one as i'd fix a carbed old gen 383 (no damn computer involved...), anyway you're right i'd better posted this thread in major mods...
big block unit?Hi Panic
The biggest hurdle with the SBC in a TVR is getting a bellhousing to fit where the top chassis rails start narrowing inwards.SBC bellhousing's tend to be quite bulbous,except for the t56 bellhousings(were fitted to pre gen 3).A 20mm adaptaptor plate can be used on the t5 if using the tvr 23 spine input shaft however you'll have to make up clutch to suit(adapting a SBC flexplate and using a tilton twin or tripple 23 spline may be the way to go)Or go for a chev 26 spline t5 input spline.
Go for a strengthened t5 main case,the mainshaft bearing retainers will crack the case otherwise,speak to Tony at www.astroperformance.com he uses G-force parts.
The BTR diff will take abuse no probs but i'd change the bushe's to solid alloy if you dont want the mounts to crack,driveshafts and cvs no probs up to 500hp and these can be uprated with off the shelf items if needed.The weak link is the Granada cv shafts which may snap at the stub when driven in anger,wer'e making new strengthened ones over our winter if your interested or speak to the Ultima boys that have used the prosport versions.
The biggest hurdle with the SBC in a TVR is getting a bellhousing to fit where the top chassis rails start narrowing inwards.SBC bellhousing's tend to be quite bulbous,except for the t56 bellhousings(were fitted to pre gen 3).A 20mm adaptaptor plate can be used on the t5 if using the tvr 23 spine input shaft however you'll have to make up clutch to suit(adapting a SBC flexplate and using a tilton twin or tripple 23 spline may be the way to go)Or go for a chev 26 spline t5 input spline.
Go for a strengthened t5 main case,the mainshaft bearing retainers will crack the case otherwise,speak to Tony at www.astroperformance.com he uses G-force parts.
The BTR diff will take abuse no probs but i'd change the bushe's to solid alloy if you dont want the mounts to crack,driveshafts and cvs no probs up to 500hp and these can be uprated with off the shelf items if needed.The weak link is the Granada cv shafts which may snap at the stub when driven in anger,wer'e making new strengthened ones over our winter if your interested or speak to the Ultima boys that have used the prosport versions.
v8sag said:
Hi Panic
The biggest hurdle with the SBC in a TVR is getting a bellhousing to fit where the top chassis rails start narrowing inwards.SBC bellhousing's tend to be quite bulbous,except for the t56 bellhousings(were fitted to pre gen 3).A 20mm adaptaptor plate can be used on the t5 if using the tvr 23 spine input shaft however you'll have to make up clutch to suit(adapting a SBC flexplate and using a tilton twin or tripple 23 spline may be the way to go)Or go for a chev 26 spline t5 input spline.
Go for a strengthened t5 main case,the mainshaft bearing retainers will crack the case otherwise,speak to Tony at www.astroperformance.com he uses G-force parts.
The BTR diff will take abuse no probs but i'd change the bushe's to solid alloy if you dont want the mounts to crack,driveshafts and cvs no probs up to 500hp and these can be uprated with off the shelf items if needed.The weak link is the Granada cv shafts which may snap at the stub when driven in anger,wer'e making new strengthened ones over our winter if your interested or speak to the Ultima boys that have used the prosport versions.
The biggest hurdle with the SBC in a TVR is getting a bellhousing to fit where the top chassis rails start narrowing inwards.SBC bellhousing's tend to be quite bulbous,except for the t56 bellhousings(were fitted to pre gen 3).A 20mm adaptaptor plate can be used on the t5 if using the tvr 23 spine input shaft however you'll have to make up clutch to suit(adapting a SBC flexplate and using a tilton twin or tripple 23 spline may be the way to go)Or go for a chev 26 spline t5 input spline.
Go for a strengthened t5 main case,the mainshaft bearing retainers will crack the case otherwise,speak to Tony at www.astroperformance.com he uses G-force parts.
The BTR diff will take abuse no probs but i'd change the bushe's to solid alloy if you dont want the mounts to crack,driveshafts and cvs no probs up to 500hp and these can be uprated with off the shelf items if needed.The weak link is the Granada cv shafts which may snap at the stub when driven in anger,wer'e making new strengthened ones over our winter if your interested or speak to the Ultima boys that have used the prosport versions.
thanks a lot for your helpfull inputs,i could ask the engine builder to use whatever parts are more indicated to match the T5, what exactly you'd advice to go with as bellhousing type, to best match the T5? i've already thought about upgrading the T5, starting from the G-force case and stronger internal, thanks.
the granada cv shafts are the half shafts, isnt it?
thanks/regds
giuseppe
panic said:
v8sag said:
Hi Panic
The biggest hurdle with the SBC in a TVR is getting a bellhousing to fit where the top chassis rails start narrowing inwards.SBC bellhousing's tend to be quite bulbous,except for the t56 bellhousings(were fitted to pre gen 3).A 20mm adaptaptor plate can be used on the t5 if using the tvr 23 spine input shaft however you'll have to make up clutch to suit(adapting a SBC flexplate and using a tilton twin or tripple 23 spline may be the way to go)Or go for a chev 26 spline t5 input spline.
Go for a strengthened t5 main case,the mainshaft bearing retainers will crack the case otherwise,speak to Tony at www.astroperformance.com he uses G-force parts.
The BTR diff will take abuse no probs but i'd change the bushe's to solid alloy if you dont want the mounts to crack,driveshafts and cvs no probs up to 500hp and these can be uprated with off the shelf items if needed.The weak link is the Granada cv shafts which may snap at the stub when driven in anger,wer'e making new strengthened ones over our winter if your interested or speak to the Ultima boys that have used the prosport versions.
The biggest hurdle with the SBC in a TVR is getting a bellhousing to fit where the top chassis rails start narrowing inwards.SBC bellhousing's tend to be quite bulbous,except for the t56 bellhousings(were fitted to pre gen 3).A 20mm adaptaptor plate can be used on the t5 if using the tvr 23 spine input shaft however you'll have to make up clutch to suit(adapting a SBC flexplate and using a tilton twin or tripple 23 spline may be the way to go)Or go for a chev 26 spline t5 input spline.
Go for a strengthened t5 main case,the mainshaft bearing retainers will crack the case otherwise,speak to Tony at www.astroperformance.com he uses G-force parts.
The BTR diff will take abuse no probs but i'd change the bushe's to solid alloy if you dont want the mounts to crack,driveshafts and cvs no probs up to 500hp and these can be uprated with off the shelf items if needed.The weak link is the Granada cv shafts which may snap at the stub when driven in anger,wer'e making new strengthened ones over our winter if your interested or speak to the Ultima boys that have used the prosport versions.
thanks a lot for your helpfull inputs,i could ask the engine builder to use whatever parts are more indicated to match the T5, what exactly you'd advice to go with as bellhousing type, to best match the T5? i've already thought about upgrading the T5, starting from the G-force case and stronger internal, thanks.
the granada cv shafts are the half shafts, isnt it?
thanks/regds
giuseppe
The t56 bellhousing narrows nicely and is well suited to the chassis,I started with a standard SBC t5 one and the engine ends up too far forward,let alone in original position.
I call the cv shafts what go into the hubs.Do a few "burns outs" first with some sticky tryes and see how you go
Oh, and uprate your propshaft with some meatier uj joints.
Best dummy up the engine with the body on for engine placement and header fabrication.
panic said:
nop, an old generation 383ci is a small block, this one is built on a motown alu lightweight blk, with aluminium heads and intake...it's a nice reliable and sparkling beast with an easy 460hp output..
Phew panic over i thought you were referring to a cast block,yes you are correct the 383early is a small block(just checking)
good luck.I've just fitted a CTS/Gearbox man uprated T5 to my Wedge as I snapped the 5th gear shaft in the LT77 I was using previously. The engine is supercharged and the 500lb/ft torque did for the gearbox. Not surprising really. I sourced mine from a ex Cosworth touring car that had a 650 bhp engine so the boxes are strong. The box should be good for around 750-800 lb/ft and has the advantage of being exactly the same externally as the TVR so no messing with the mounts, remote linkage, propshaft etc. Yes you can get T5 bellhousings but as V8Sag said, check the clearance as it is extremely tight. Choosing the right sump as well will help as a narrower sump will allow the exhaust pipe to go down where it won't with a wider version.
The secret of success is in the planning and don't forget to seriously uprate the systems around the engine especially cooling. You'll have twice as much heat to get rid off!
The secret of success is in the planning and don't forget to seriously uprate the systems around the engine especially cooling. You'll have twice as much heat to get rid off!
shpub said:
I've just fitted a CTS/Gearbox man uprated T5 to my Wedge as I snapped the 5th gear shaft in the LT77 I was using previously. The engine is supercharged and the 500lb/ft torque did for the gearbox. Not surprising really. I sourced mine from a ex Cosworth touring car that had a 650 bhp engine so the boxes are strong. The box should be good for around 750-800 lb/ft and has the advantage of being exactly the same externally as the TVR so no messing with the mounts, remote linkage, propshaft etc. Yes you can get T5 bellhousings but as V8Sag said, check the clearance as it is extremely tight. Choosing the right sump as well will help as a narrower sump will allow the exhaust pipe to go down where it won't with a wider version.
The secret of success is in the planning and don't forget to seriously uprate the systems around the engine especially cooling. You'll have twice as much heat to get rid off!
The secret of success is in the planning and don't forget to seriously uprate the systems around the engine especially cooling. You'll have twice as much heat to get rid off!
thanks for your inputs, i feel better now...the engine builder (american speed) told me they indeed have an engine bellhousing to match the T5...so it seems up to there the planning of the bad iussues is going well...hope only that this bellhousing is not too bulky to get into the griff frame...what about the clutch and flywheel? i'm going to fix an alu flywheel into the engine, for the clutch i was thinking about the McLeaod HD clutch (same as i have in another engine fitted in a corvette), should in this area arise any iussue? could i go with this kind of clutch or should i need a specially designed part to bolt right in? sorry to bother about all these iussues but this project is already taking me away a couple of hours sleep and until i didnt sort it out i'm going to be a pain in that place...cooling: i have a big alu radiator already fitted...thanks/Giuseppe
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