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May not ship to Germany - Read item description or contact seller for shipping options. See details. Located in:. Asheville, North Carolina, United States. This amount is subject to change until you make payment. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab This amount includes applicable customs duties, taxes, brokerage and other fees.
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Shipping and handling. The seller has not specified a shipping method to Germany. Contact the seller - opens in a new window or tab and request shipping to your location. Converting a Chevelle from a mechanical to a hydraulic clutch can be intimidating, but the kit from American Powertrain makes it easier. The kit includes a Wilwood master cylinder that can be used either with the reservoir mounted on the cylinder or with it mounted remotely. The two key parts of this kit are the adjustable master cylinder mount bracket and the adjustable pushrod that connects to the pedal with a Heim joint.
The hydraulic throwout bearing rides on the transmission collar. American Powertrain provides a collar with a location pin to keep the throwout bearing from spinning and to align the hydraulic lines for routing out of the bellhousing.
To set up the American Powertrain hydraulic clutch system properly, measuring the distance between the face of the throwout bearing and the fingers on the pressure plate is critical.
This determines the gap between the two components when the clutch is released. Bolt the bellhousing onto the transmission. Use a straightedge to measure the distance between the face of the throwout bearing and the face of the bellhousing. You need to be very precise in this measurement, and check it at three different places on the throwout bearing.
The measurement should be the same at all three places. If not, the throwout bearing is not seated correctly or is partially extended. Using a straightedge, measure from the bellhousing mounting face on the block to the tips of the pressure plate fingers where the throwout bearing rides.
If you use a scattershield with a block plate, bolt the block plate to the back of the engine and measure from this surface. Subtract the second measurement from the first to find your air gap. Too little, and the clutch is partially engaged when the pedal is at rest, causing the clutch to slip. An air gap of. The kit includes conical shims that fit over the American Powertrain transmission collar to reduce the air gap. If you do not have enough air gap and are using a bellhousing without a block plate, switching to a scattershield and using the block plate adds between.
Speaking of bellhousings and scattershields, if you are installing a TKO or Magnum, you most likely need a new one, as these do not use the old Muncie-style transmission bolt pattern.
As the name suggests, these are designed to contain a pressure plate or flywheel if they come apart. The QuickTime scattershields are machined properly and fit well. The one on the left fits an LS engine, while the one on the right fits Gen I small- and big-block engines. Often, a scattershield has to be installed with the headers loose, because they typically have a larger mounting flange than a production bellhousing.
With a swivel socket and a long extension, you can reach every bolt from the underside of the car. If you have rubber or polyurethane engine mounts, do not let the engine tilt unsupported with the transmission removed. This can damage the engine mounts. Attach a lift plate to the intake, and use an engine hoist to keep the engine close to its installed driveline angle.
The other half of the hydraulic clutch system is the master cylinder, which needs to be mounted on the firewall and connected to the clutch pedal.
American Powertrain supplies a Wilwood master cylinder and an adjustable firewall mount bracket. This bracket is key to the installation, because the master cylinder needs to be mounted at a downward angle on the firewall to keep the angle between the cylinder bore and the pushrod within system limitations. The master cylinder can have a reservoir mounted directly on top or remotely with the provided parts. In a Chevelle, the reservoir hits the brake master cylinder, so you need to mount the reservoir separately on the firewall.
The American Powertrain bracket is designed to locate the master cylinder on the firewall where the original mechanical linkage for the clutch came through. The two parts of the bracket sandwich the firewall for strength. You need to either cut the lip off the firewall where the bracket mounts or use shims between the bracket and the firewall so that the bracket bolts tightly against the firewall.
You do not want any flex or movement here. Inside the car, the linkage and Heim joint that are part of the American Powertrain kit bolt to the clutch pedal where the original clutch linkage connected. The new linkage is adjustable, and you thread the rod to make the engagement point where you want it in the clutch pedal travel. Finally, bleed the clutch. This is a two-person job, with one person pumping the clutch pedal and the other releasing air from the system with a valve found on the second steel-braided line coming off of the throwout bearing.
The process is very similar to bleeding brakes. American Powertrain provides a connection for this that allows you to wire it to an aftermarket electronic speedometer. This is a pulse-type speedo sending unit; you connect one lead to the speedometer and ground the other lead.
If you do not use a speedometer cable, you need to install a plug, available from American Powertrain. On the T Magnum, just above this connection, is a reverse-gear detent solenoid. By supplying volt power to the solenoid, the pressure is removed, letting you slide into reverse more easily. American Powertrain offers a shift plate that moves the shifter to the mid position on the transmission and moves the shifter to the left.
This mimics the position of the 4-speed shifter these Chevelles originally had. There are also many styles of shifter handle to choose from, including a muscle-car-looking Hurst kit from American Powertrain.
Before lifting the new transmission into place, tighten the hydraulic lines to the throwout bearing. The lines that American Powertrain sells are braided steel for better protection and appearance.
Tighten them firmly, but do not over-tighten them. The precise machined flare does a very good job of sealing. Route the lines through one of the notched openings in the transmission case.
Have the transmission bolts and tools ready and handy so you can quickly hold the transmission in place with the bolts once it is raised. Also have a jack ready to support the rear of the transmission once the transmission bolts are tight. American Powertrain offers crossmembers for the Tremec transmissions that fit in a non-modified chassis.
This is plenty strong to support the heavy transmissions, and looks nice and smooth. The Transmission X-Mbr is available either with shown and without an integrated driveshaft loop. Both come with weld-on mounting tabs that weld in place on the inside of the boxed frame rails. You can measure it at the bellhousing flange on the engine or the flat surface at the end of the transmission tailshaft. These measurements are perpendicular to a reference point in the chassis, which is the bottom of the frame rails, so you have to subtract 90 degrees from what you measure.
These cars had a pinion angle of 4 to 6 degrees originally, meaning that the driveline angled downward 4 to 5 degrees from the front of the car to the rear, relative to the frame rails. The current thinking for performance and lack of driveline vibration is to get the driveline angle in the 1- to 3-degree range.
The ABC Performance Transmission X-Mbr is also curved to provide room for up to 3-inch dual exhaust to run under it without losing too much ground clearance.
The Tremec transmission accepts a traditional rubber or polyurethane transmission mount. I recommend you use Mobile 1 synthetic, and change the fluid after the first mile break-in period.
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