All of that power from the 462 has to got to go somewhere, and on my car, drivetrain duties are handled by an 11" McLeod clutch and Hays flywheel attached to a rebuilt, 26 spline Muncie M-20, wide ratio, 4 speed tranny. For added durability, I am using the McLeod 300 series bonded and riveted disc (part number 260371) and the McLeod performance series pressure plate (360801). The throwout bearing is part number16001. The pressure plate bolts are also being replaced with ARP.
The Hurst shifter that came with the car had the straight rods which required the shifter to be mounted above the floorboards, and had the matching short stick. I replaced the entire unit with a new Hurst Competition Plus and rods. I used the "Pit Pack" bushings and clips instead of the nylon ones supplied to eliminate slop in the linkage. It shifts like my 2001 Formula! I scored a decent console on Ebay, and found out that the '67 and later shifters as well as the aftermarket Hurst Competition Plus shifters WILL NOT WORK with a '64-'66 console! It is due to the carrier that the handle bolts into (or slips into one the OEM ones) hitting the console bezel. I suppose that one could use a generic boot to seal the hole, and grind the bottom of the bezel off, but I opted to send my new Competition Plus to Pete Serio at Precision Pontiac, and have him install a '66 carrier and handle. It wasn't cheap, but it looks and works flawlessly!
This is the shifter handle that I wanted to use. It won't work with the console. The carrier where the handle bolts to the shifter is the problem!
I have decided to go with an SFI approved scattershield. I realize that this is a relatively low RPM engine, but, for the small cost of the shield, the protection it provides is pretty big! I got a Lakewood unit, which will need some minor modification, since they felt the need to put a bolt right where the clutch pushrod needs to go! There are a few other issues with the Lakewood unit,. The hole in the block plate where the crank flange goes is a few thousandths too small for the flange to fit through. A few minutes with the grinder will fix it right up. Same goes for the hole by the starter. The entire thing will be removed, negating the SFI approval. Oh well, it will still contain a clutch explosion better than the stocker will! The unit also needs to be located so that there is no side load on the input shaft. It is a lot of trouble, but, my feet will thank me for the effort if the McLeod lets loose!
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Lakewood scatter shield. Note the bolt hole on the starter pocket. It is right in the way of the clutch pushrod! I cut the offending part off with my trusty sawzall, and dressed it with the angle grinder. A little red paint and it's very hard to tell that it didn't come like this. The Lakewood block plate was also modified in the same manner. The crank flange was too big for the hole in the center of the plate, so I had to grind about 18" off the entire circumference of the hole to get it to fit. Overall, Lakewood could have done a MUCH better job with this thing for the Pontiacs. I figure that my feet are worth al the work if the clutch lets loose!
Muncie M-20 as I recieved it.
Restified stock bellhousing. Clutch fork ball is new...
Assembled Muncie M-20 and bellhousing.....Clutch fork is N.O.S. GM
A Denny's driveshaft will attach the trans to a GM corporate 8.5" rear. I am not getting the driveshaft until the car is done, so I can get an accurate measurement after setting up pinion angle etc.This is an interesting rear inasmuch as it fits the '64-'72 A body and has bolt in, 28 spline axles and a 30 spline pinion. It should hold up behind the 455!
Before..........
After.........
The rear has no C clips, and originally housed 2:73, open gears. It now has new axle bearings and seals, a set of new 3:23 Richmond gears from Reider Racing, and an Eaton, clutch type posi unit in the rear.
