Jump to content


  • Content count

  • Donations

    0.00 USD 
  • Joined

  • Last visited

  • Feedback


Community Reputation

0 Neutral

About Revenant

  • Rank

Profile Information

  • Location
    Kentucky, United States
  1. Hey all. I'm currently in the process of installing the MSA front camber adjustment kit. Unfortunately I'm missing two of the delrin half-bushings that are necessary for the install. I reached out to Motorsport Auto and they unfortunately couldn't sell me the bushings themselves. They directed me to the manufacturer of the kit, g-Machine, but I've been googling all afternoon and can't find a storefront or anything. Anyone happen to have contact info for g-Machine?
  2. I obtained a pre...umm, "hybridized"? '75 280z fairly recently and, having swapped the tranny and done a bunch of other stuff, I'm now trying to tackle a fuel starvation issue. The previous owner installed a very generic Mr. Gasket 12S fuel pump in the engine bay (apparently 4-7 PSI.) This has caused me some fuel starvation and vaporlock issues. The stock mechanical pump on my engine (1970 SBC 350) is apparently not an option, both per the JTR conversion manual, as well as my own experimentation. What have you folks used in the way of fuel pumps? The JTR manual says to mount near the gas tank, but it doesn't mention brand or capacity for an SBC 350...
  3. Thanks all! I've got the service manual and it's helped a lot during the process. I couldn't find that tidbit in there. I guess maybe it's just supposed to be common knowledge.
  4. So I'm getting ready to mount my T-5 to the bellhousing. I changed the gear oil, and while tipping the transmission to work out the old mount bolts, I noticed A LOT of gear oil pouring out of the tailshaft housing. Is this normal? The oil seal back there looks fine. I guess my question is if the seal is actually made when the driveshaft slip-yoke is slid in, or if it should be all sealed up as is.
  5. I got super lucky. Found a T-5 from an '86 V-8 Camaro...complete with clutch and friction disk in pretty good condition, as well as flywheel (will need resurfacing, but that's cheap) all for $350. It's not World Class, but I figure at that price if I manage to destroy it, it won't be such a loss. But yeah, most of the V-8 T-5's I was seeing were upwards of $700
  6. I actually looked at that as an option. I've still got a V6 T-5 with the ford bolt pattern. How did you account for the tilt? I assume one could fabricate a custom crossmember? Also, I noticed that on the V6 T-5's the tailshaft housing is longer. When I test-fitted my V6 T-5, the shifter location ended up about 4" behind (towards the back of the car) the hole. Did you have to account for this somehow?
  7. Awesome. Thank you! Now to try and find a T-5...which is getting more and more difficult.
  8. What size flywheel and clutch did you use? My understanding is that the T-5 bellhousing will not accept a 14" diameter 168 tooth flywheel, which is what I had and would be getting with the T56. I guess the price difference between the T5 and T56 would make up for the cost of a new starter. I've done a lot of research on the T-5 and actually purchased one (though I didn't do ENOUGH research...the one I got was from a V6 and had the Ford bolt pattern.) Given that they were only behind 5.0L V8's, were there any issues mating up the flywheel and clutch with the 350?
  9. First post! Before the witch-hunt begins, I've become quite adept with the search function here. I bought a JTR-converted '75 280z with an SBC 350 out of a 1970 Chevrolet Bel Air about two years ago. Searching on this website has helped immensely in getting this thing up-and-running, and fixing the bungles the previous owner made. My Z initially had a TH350 automatic transmission which, while nice in a drag, was not sufficient for highway driving. And I'm not planning on doing any racing. So it's currently on my garage floor, where it belongs. I've been looking at manual transmission options, and it seems the best route is to look at other cars that had the 5.7L V8...such as Corvettes and Trans-Am's. I'm thinking about getting a flywheel, clutch kit, and T56 transmission from a '93-02 Trans Am. I'd like to hear any advice from folks who went this route. My biggest worry is, given the age of my engine (i.e. it is internally balanced and has the two-piece rear main seal, rather than the one-piece) the newer '93-02 parts won't match up. Any wisdom / advice? Thanks all! Happy motoring!