tigers
[Top] [All Lists]

Re: Lakewood Bellhousing??

To: James Barrett <jamesbrt@mindspring.com>
Subject: Re: Lakewood Bellhousing??
From: Craig Wright <cwright@pdghightower.com>
Date: Tue, 09 Oct 2001 18:14:00 -0700
Installation instruction that come with the Lakewood bell housing require that
you check the alignment of housing to the flywheel. It is easy to do with a
magnetic base and dial indicator. Use can use offset bushings to align it or
drill out the alignment holes and then weld on drill bushing in the right
location. To do this you put the bolts in a little tighter than finger tight
and then tap the housing into the correct location. Slip on the drill bushing
and tack weld them in place. Pull of the housing and finish welding on the
bushings.

Remember the legs you may save will be you own.

Craig Wright

James Barrett wrote:

> At 12:27 PM 10/7/2001 -0500, you wrote:
> >Listers,
> >    What are the pros and cons of installing a
> >Lakewood in a Tiger?  What modifications, need
> >to be made?  Thank you!
> >
> >Tim
> >
>
> Tim,
>         Back in the late 70's I added a Lakewood Bell housing
> to my Tiger II.  It was behind a BOSS 302, but that doesn't matter
> much with what I have to describe.  I installed the Lakewood
> because I planned to (and did) turn up to 7000+ RPM.
>
>      First the bell housing  is slightly larger than the Aluminum
> 6 bolt bell housing that came with my Tiger II.  I had to pound
> a good sized dent in the passenger side firewall to allow the
> hump around the starter to clear the firewall.
>
>     On the plate that came with the bell housing, there were
> provisions for mounting the starter for two different flywheel
> sizes.  There was a "new moon" piece that could be broken out
> of the starter hole to allow the larger flywheel.  The Boss 302
> had the larger flywheel and I had to take the piece out.  The
> starter mounting was therefore sort of sloppy and eventually I
> wiped a ring gear with the starter teeth.  Had to replace the
> ring gear.
>
>     The tolerance of the Lakewood bell housing, at least at that
> time, was not so good.  I also had to replace the "snout" of the
> transmission due to excessive wear.  I am not sure that was due
> to miss-alignment or due to the super hard to push Hays aftermarket
> clutch.
>
>         I had to fabricate a clutch slave cylinder mount for
> the Lakewood bell housing.  Later I actually had the slave
> cylinder split down one side.  Like I said above, the Hays
> clutch was very hard to push in.  It also damaged my back
> due to crushed cartilage.  After a major operation in 88
> that helped, but did not solve the problem, I finally had to
> switch to an automatic in my 351C Tiger II.
>
>      I have since read articles in various Hod Rod publications
>  that recommend using a dial indicator and various offset dowels
>  or shims to properly mount the Lakewood bellhousing.
>
>      If I remember correctly, the Lakewood bell housing was
> explosively hydroformed. i.e. Under water in some sort of a bracket
> while an explosion occured to "hydroform the metal".
>
>         NHRA and some others require an explosion proof
> bell housing, approved aftermarket flywheel and clutch.  There are
> numerious other requirements as well.  If you have changed the motor much
> forget about official NHRA drag racing because the wheel base is too
> short.  Get a copy of their rules and you will see what I am talking about.
>
> James Barrett Tiger II 351C and others

<Prev in Thread] Current Thread [Next in Thread>