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Username Post: 265 V8 gearbox/transmission swap        (Topic#364468)
Mihe 
Newbie
Posts: 7

Reg: 07-25-18
02-27-21 02:13 AM - Post#2815176    

Hi, I have the option to buy a 1956 265 V8 engine with powerglide gearbox. My question is how easy is it to to swap the gearbox for a manual.

Questions:
–Will I be able to mount my existing manual gearbox and bellhousing to this engine? My existing engine is a 1957 283 with manual gearbox with electric overdrive. See pictures of both engines. It is for a 1955-II 3100 pickup.

-Can I use the flywheel from the 283 engine? –is there some extra thrust bearing(pilot bushing?) needed as I swap from automatic to manual clutch? –If so can I reuse it from the 283 engine?

-Is the oilpan different between car and truck? The 265 is from a car. Will I need to swap the oilpan? and if so will the oilpan from the 283 fit?

https://drive.google.com/drive/folders/1C6fv7C XiKf...

Thank you for your inputs!
BR/Micke




Edited by Mihe on 02-27-21 03:23 AM. Reason for edit: No reason given.

 


Joeyd59 
Gold Supporting Member
Posts: 56
Joeyd59
Age: 62
Loc: New Jersey
Reg: 02-11-12
02-27-21 05:58 AM - Post#2815185    
    In response to Mihe

Good morning,hope all is well.OK,yes you can.Remove the existing PG from the 265,including the PG adapter plate and flywheel.Ditto from the 3 speed on the 283 to the engine block.You will need a pilot bushing for the crankshaft,that aside,fairly easy swap.If you plan on replacing the clutch assembly,figure and having the flywheel resurfaced and also pay attention to the clutch fork and pivot,replace or if ok,use an EPB based lubricant.Keep all your hardware in check,{Bolts,Etc}Flywheel bolts for manual flywheel are longer.Install the bellhousing then the trans.About it!Should not be a problem with the oil pan either.If the engine is used,or you don't much of its history,you may want to consider,removing the rocker arm covers.If sludgy,remove the intake manifold and the oil pan,pump,etc and replace the rear main oil seal,clean out the residue that accumulates in these engines and reseal everthing.Remember,the 265 was never engineered for an oil filter so the a 55 Block stands alone.I suggest the rear main seal "upgrade"utilizing the rubber seal instead of the original wick seal.Rubber based rear main oil seals began in 1959.As you're aware,the oils and lubricants used today far surpass what was used back in the day.Some food for thought.I have a small resto shop here and you'd be surprised and the "restored cars" the come in that NEVER had any of theses areas dealt with since day one.



 
Mihe 
Newbie
Posts: 7

Reg: 07-25-18
02-27-21 07:48 AM - Post#2815197    
    In response to Joeyd59

Hi, Great, thank you for this information!

About the pilot bushing. I found this post: https://www.chevytalk.org/fusionbb/showtopic.php?t...

It says that "There are a couple of things to watch for. Not all 283's had the crank machined for the pilot bushing. If they were equipped with an automatic, the hole is there but in not machined to the final size."

-Does this mean that in the worst case I have to remove the crank and machine the seat for the busing in a workshop? The 265 is in ok/good condition, so I would prefer if I did not have to disassemble it so much.

BR/Micke



 
Joeyd59 
Gold Supporting Member
Posts: 56
Joeyd59
Age: 62
Loc: New Jersey
Reg: 02-11-12
02-27-21 09:41 AM - Post#2815205    
    In response to Mihe

Any engine that had any manual transmission would have a provision for a pilot bushing.Any engine make,model,body,color,etc ,even to this day.The pilot bushing or bearing is what keeps the transmission input shaft as it passes through the clutch keeping it perfectly center to the engine crankshaft.A very important part it plays.Manual transmissions were the standard of the day with automatics being the option.Pretty much the other way around these days.It's the front of the crankshaft that wasn't drilled and threaded for the balancer as they were pressed on.Around the mid 60's GM began drilling and threading the crankshaft and adding a 7/16/20 grade 8 bolt,washer and lock washer to add additional security for the balancer.When I do an early Chevy Engine here,I have the crankshaft drilled and threaded by my machine shop for good measure.Just personal choice with me.I remember tossing a balancer off my 64 Nova back in the day with a 283.



Edited by Joeyd59 on 02-27-21 09:56 AM. Reason for edit: No reason given.

 
56sedandelivery 
Gold Supporting Member
Posts: 5909
56sedandelivery
Age: 69
Loc: Everett, Wa.
Reg: 02-26-08
02-27-21 10:50 AM - Post#2815211    
    In response to Joeyd59

The 265 crank flange is of no concern. As I understand it, it was the optional Turboglide transmission equipped 283's that had the crank flange issue; however, even in that case, there is a special pilot bushing that can be used, and the crank flange does not need to be "re-machined". I don't know about the availability of those special pilot bushings, as this swap is't anywhere as popular as it once were. I am Butch/56sedandelivery.




 
Joeyd59 
Gold Supporting Member
Posts: 56
Joeyd59
Age: 62
Loc: New Jersey
Reg: 02-11-12
02-27-21 11:51 AM - Post#2815214    
    In response to 56sedandelivery

Hi Butch.Hmmmm,interesting info.I'd like to verify that.I have an original GM Parts Book from 7/59.I had 2 engines throughout the years that were equipped with TurboGlide and don't recall that.You may be right but still raise my curiosity.



 
Mihe 
Newbie
Posts: 7

Reg: 07-25-18
02-27-21 01:48 PM - Post#2815220    
    In response to Joeyd59

Ok, thank you both for your inputs!
BR/Micke



 
56sedandelivery 
Gold Supporting Member
Posts: 5909
56sedandelivery
Age: 69
Loc: Everett, Wa.
Reg: 02-26-08
02-27-21 06:30 PM - Post#2815235    
    In response to Joeyd59

Dorman part number 690-034 is the correct pilot bushing used when an engine, 283 or 348 57-61, had a Turboglide hooked to it. I am Butch/56sedandelivery.
This part number is actually the standard issue pilot bushing used in most Chevrolet's. I got that from another site, and just looked it up. The correct number is 690-035; you'll notice it has an extra "ring" that helps to center it in the crank flange. check E-Bay for the image, or check the Dorman site.




Edited by 56sedandelivery on 03-01-21 02:32 PM. Reason for edit: No reason given.

 
beagrizzly 
"12th Year" Gold Supporting Member
Posts: 2230
beagrizzly
Age: 70
Loc: south texas
Reg: 08-04-12
03-01-21 07:53 AM - Post#2815330    
    In response to Mihe

I'd like to address the pilot bushing issue that has been touched on, but not explained.

As a person that has actually done this swap, I can tell you the 265/glide combo probably does not have the pilot hole machined in the crank. It has a hole from casting.

The actual problem is that the hole is too BIG. The pilot bushing will go in there, but has a lot of room to move around. You can machine out the bore, but you will have to machine a sleeve to actually mount the proper bushing in the crank.

You will not need to swap the oil pan. If the bellhousing is being used in the truck already, you should be good to go.


(Some people don't know that the bell housings for a car and truck have different motor mount ears, so cannot be swapped from car to truck, or vice a versa.)

I just looked at your pictures again. You have the truck bell housing. It has one bolt on each side that goes through the mount straight into the bell housing. The car mounts have two 3/8" bolts on each side.

Probably TMI for this thread. I tend to do that. Sorry.

Griff

if you're gonna be a bear..................

1960 Biscayne (the 6T)
2005 Yukon XL
2007 GMC Sierra Classic 8.1
2009 Silverado
2011 Escalade ESV


 
beagrizzly 
"12th Year" Gold Supporting Member
Posts: 2230
beagrizzly
Age: 70
Loc: south texas
Reg: 08-04-12
03-01-21 07:58 AM - Post#2815331    
    In response to Mihe

Mihe,

On a different subject, but somewhat related. Are you planning on doing any engine work on the 265?

Just remember that the 265 has no provision for a full flow oil filter.

Also, if you replace the camshaft, the rear journal has to have a 1/2" slot milled across it in order to supply oil to the top of the engine. Don't ask me why GM built it this way. I just know you will kill the engine if you don't. (some early 396 engines had the same slot)

Griff

Attachment: cam-bearing-002.jpg (39.16 KB) 12 View(s)




if you're gonna be a bear..................

1960 Biscayne (the 6T)
2005 Yukon XL
2007 GMC Sierra Classic 8.1
2009 Silverado
2011 Escalade ESV


Edited by beagrizzly on 03-01-21 08:16 AM. Reason for edit: No reason given.

 
56sedandelivery 
Gold Supporting Member
Posts: 5909
56sedandelivery
Age: 69
Loc: Everett, Wa.
Reg: 02-26-08
03-01-21 10:49 AM - Post#2815336    
    In response to beagrizzly

It is true that the 55-56 265's, NOT the 57 265's, need a notched rear cam journal OR the rear camshaft journal oil passages (two) connected with a simple "trough" used to connect the two oil passages; that procedure could be done with a simple burr grinder. And, it is the 57-61 283 and 348 engines, but only that came with the Turboglide transmissions, required the special pilot bushing. But, many of those 57-61 283's and 348's got swapped to Powerglides after thier Turobglides went out; some were swapped to manual transmissions; that may be the reason for so much confusion, all because of the Turboglide and swapped in Powerglides or manual transmissions. To the very few who swear by the Turboglide, sorry, but you're either very lucky or you babied your Turboglide, and your experience is not the norm. Those are facts, not hearsay, or unfounded opinions. 265's DO NOT require crank flange machining OR the special bushing, another fact. I suppose a 57-61 283 crank could have been swapped into a 265, and could see how that would add confusion. Sorry, but those ARE the facts. Misinformation only causes problems.
I am Butch/56sedandelivery.




 
beagrizzly 
"12th Year" Gold Supporting Member
Posts: 2230
beagrizzly
Age: 70
Loc: south texas
Reg: 08-04-12
03-01-21 01:04 PM - Post#2815346    
    In response to 56sedandelivery

Butch,
I'm sorry that you feel that I was giving bad information, but I personally owned a 55/265/powerglide. It was painted yellow. All original from one end to the other.

I converted it to a three speed Saginaw.

The end of the crankshaft had a hole, but it was NOT machined for anything. It was a casting hole. The pilot bushing would NOT stay in the hole. My dad stuck some JB weld in the hole, planted the pilot bushing in the hole and we stabbed the transmission. It worked until I replaced the 265 with a 327/Borg T-10.

I apologize if that doesn't fit with what the book says.
This is not my two pennies. This one is a fact.


Griff

if you're gonna be a bear..................

1960 Biscayne (the 6T)
2005 Yukon XL
2007 GMC Sierra Classic 8.1
2009 Silverado
2011 Escalade ESV


 
56sedandelivery 
Gold Supporting Member
Posts: 5909
56sedandelivery
Age: 69
Loc: Everett, Wa.
Reg: 02-26-08
03-01-21 02:14 PM - Post#2815356    
    In response to beagrizzly

If you're saying the yellow engine was the original 55, 265 color, then it was't a 55, 265; 57 265's were painted chartreuse (kinda yellow), but even that would't explain a misfitting pilot bushing. Like I said, 57-61, Turboglide intended engines did have a differently machined cranklshaft flange "hole"; but, even it was machined, although would't accept the "normal" sized pilot bushing, hence that special bushing. 57 283's were orange, as were 55 265's, 56 265's were red. Seems some trucks had different colored engines, but I'm really not that up on early trucks. Where was the oil filter located on this yellow engine? I'm really not trying to get into a competitive distance urinary competition with anyone; but Chevy Talk is't the HAMB, and that site has a LOT of guys that only know what they've "heard"; not the most accurate source of information when dealing with other like minded guys. I spend as lot of time there also; that's all I'll really say about that site. The same guys swear the old Hydra-Matics came in Tri-Five Sedan Deliveries. Do a google search for the special bushing, the applications, etc. Now, that's ALL I'm going to contribute to this thread. I guess that's a fact also. I am Butch/56sedandelivery.





 
beagrizzly 
"12th Year" Gold Supporting Member
Posts: 2230
beagrizzly
Age: 70
Loc: south texas
Reg: 08-04-12
03-01-21 02:44 PM - Post#2815358    
    In response to 56sedandelivery

The oil filter was a bypass filter externally located on top of the engine. No casting location in the block.

I'm done as well. Normally, I love your posts, but we may have to agree to disagree on this one.

Griff

if you're gonna be a bear..................

1960 Biscayne (the 6T)
2005 Yukon XL
2007 GMC Sierra Classic 8.1
2009 Silverado
2011 Escalade ESV


 
56sedandelivery 
Gold Supporting Member
Posts: 5909
56sedandelivery
Age: 69
Loc: Everett, Wa.
Reg: 02-26-08
03-04-21 09:04 PM - Post#2815591    
    In response to beagrizzly

I said I would't post again to this thread, BUT, over on HotRodders.Com, is a thread that concerns an odd pilot bushing on a 396 BBC. This bushing is of the type you'd see with a crank that had a Turboglide as it's production transmission bolted to it. Looks like this bushing might have also been used in different swaps, or might have been something someone had on hand and just decided to use; who knows? Might help to explain a few things. Just thought it really odd myself. I am Butch/56sedandelivery.




Edited by 56sedandelivery on 03-05-21 11:23 AM. Reason for edit: No reason given.

 
Mihe 
Newbie
Posts: 7

Reg: 07-25-18
03-06-21 06:21 AM - Post#2815644    
    In response to 56sedandelivery

Ok, Thank you for your inputs. I can post a photo when I have removed the powerglide and can see the seat for the pilot bushing.BR/Micke



 


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