Trans is put back together and the flywheel with clutch disk and pressure plate and mock up pilot bushing on the M117 block. The throw-out fork is close, but I think I am going to make a .150" shim to put the fork back just a little more.

I still need to weld the broken forks back on the rear mount but other then that, it looks good to go.

What car are you going to put this in?

My 500sec. The original sl500 didn't make it. -cth

Made the throw out bearing / fork spacer.

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green lantern comes to mind.

Thanks Dave. -CTH

__________________
- cth350@gmail.com
http://www.111lakeside.com/

I think we should start figuring out how to get all this stuff back to you.

There are two 420G transmissions (one complete and one missing a bell housing), one M119 block and crank section and one M117 block and crank section, the new flywheel, a couple of starters, the clutch, and the adapter plate.

sent you a PM. Thanks Dave.

If anybody who's been reading this wants the those half-block jigs that Dave used for setup, I am willing to lend them out. Drop me an email rather than a PM please to discuss the specifics. Roncallo has a similar jig for the M120 thanks to this effort, can't wait to hear what he's done with it (on a different thread).

If anybody wants their own 420G setup, talk with Dave. He's got the know-how to make it happen. He won't share the specifics beyond what's in this thread because it was contract work, but building another one is a different story.

Now to get the transmission and the car into the same state as me and I can finally put my 500sec back on the road.

Thx -CTH

__________________
- cth350@gmail.com
http://www.111lakeside.com/

Is the 420G the best candidate? I think I can get my hands on one.

__________________
1984 500SE
1985 190E 2.3-16
1997 Jeep Wrangler
1998 Dodge Durango SLT 5.9
1951 170S
1996 Ford F350 7.3 ZF5 swap

Back when this thread was born, the G420 trans was the perfect combination of performance, lean, gear ratios and heck, it was cool.

The length and breadth of this thread shows that there is room for debate. So YMMV rules apply here.

Why did I stick with it all this time? Because I quickly acquired a good one and there was zero reason to discard it.

As al re easy stated, building it out is now easy. Next hurdle, installation.

-cth

Makes sense. What I've got to work with is a T5 from that 280ZX.

__________________
1984 500SE
1985 190E 2.3-16
1997 Jeep Wrangler
1998 Dodge Durango SLT 5.9
1951 170S
1996 Ford F350 7.3 ZF5 swap

The main issue with this as a group project was that everyone wanted to use a different trans. An adapter that will allow a SBC bell housing would allow for different transmissions, but then the flywheel and starter becomes an issue.

Great mind don't always think alike. -cth

Yeah, compatibility becomes an issue, and it all ends up being a custom deal, rather than a standardized kit. The latter would be preferred. At this point, I will use whatever is easiest, and has the most work done (bell housing, flywheel, etc.).

I can easily sell this T5 and stick that cash into what's appropriate.

__________________
1984 500SE
1985 190E 2.3-16
1997 Jeep Wrangler
1998 Dodge Durango SLT 5.9
1951 170S
1996 Ford F350 7.3 ZF5 swap

well, my next hurdle is having this installed in the and driving down the road. -CTH

__________________
- cth350@gmail.com
http://www.111lakeside.com/

You've already had the driveshaft taken care of?

I still need to get my driveshaft lengthened by 7" for my Durango; just haven't gotten around to it. Once the Durango is done, I may pull the motor in the 500 so I can also go ahead and have an easier time freshening up the seals and such.

__________________
1984 500SE
1985 190E 2.3-16
1997 Jeep Wrangler
1998 Dodge Durango SLT 5.9
1951 170S
1996 Ford F350 7.3 ZF5 swap

Drive shaft is easy part. I have good shop here to weld it up and balance it. -cth