Well, the Chevelle is D.O.A.....

[earntaz]

Not sure if a RL will give a driver an advantage -- but it may certainly keep cost down if you miss a shift!! LOL

[VintageMusclecar]

*edited while I verify info*

[PxTx]

I love your threads Eric. You consistently build the right amount of suspense and the story is fun to follow along with. I'll admit though, I am glad there seems to be a happier tone now that the solution has been chosen. Wish i was in a better position to contribute to your repair, cause when this thread first started -the sickness in my stomach from reading the news can't compare to how you must have felt. You did a nice job of keeping your chin up. Good luck on trans 2.0!

[VintageMusclecar]

(Missed the edit deadline for the last post)

Posted previously above, then removed while I verified the info. See video and info at the end for more info:
================================================== =============

If you have a pro-shifted/faceplated trans, you can use the rev limiter as a "power interrupter" of sorts which enables clutchless shifting. When the engine hits the limiter, power is reduced and the trans will nearly automatically engage the next gear (the driver pre-loads the shifter towards the next gear immediately after each shift). When you heard that popping just before each shift--that was the rev limiter.

Otherwise, you just barely use the clutch to release the load from the trans at the shift point and just as with using the limiter, the trans will essentially pull itself into the next gear.

Very cool stuff, and I came within a <span style="font-style: italic">whisker</span> of going that exact route after this failure, but ultimately wound up taking a slightly different direction.

As it is, a near-perfect solution to my transmission issue pretty much fell into my lap by sheer happenstance. It was one of those &quot;right place at the right time&quot; scenarios.

I promise I'll post up the details as soon as everything's here.

I dropped the Quicktime bellhousing off @ Kammers this afternoon to see if the tweaked trans mounting ear can be put back in place. They seemed relatively confident it could be fixed, I'm to call tomorrow afternoon for the final verdict.

*EDIT*

Check out this video on driving a non-synchro Jerico DR4 on the street. Be sure to read the text below the video for a full explanation.

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[VintageMusclecar]

Paul;

I appreciate the kind words, but I'm far from out of the woods with this deal...I am <span style="font-style: italic"><span style="text-decoration: underline">way out</span></span> in no man's land at this point.

The main thing that's keeping me moving forward now is a rather strange mix of good old-fashioned bull-headed determination (which some may consider a character flaw at times like this) and morbid curiosity.

I'm still pretty shell-shocked at all this, but what else can I do?--even though the thought crossed my mind (and made a hell of an effort to stay there!), I can't exactly leave this thing mechanically eviscerated sitting on jackstands in my garage. I'm in what some might call automotive purgatory--I can't really afford <span style="font-weight: bold"><span style="font-style: italic"><span style="text-decoration: underline">to</span></span></span> fix the car at this point, but at the same time I can't afford <span style="font-weight: bold"><span style="font-style: italic"><span style="text-decoration: underline">NOT to</span></span></span> fix it either.

I can see myself drifting off towards one hell of a rant, so I'll cut this short here.

Your encouragement and kind words are more than enough contribution.

Thank you, and I mean that sincerely. [img]<<GRAEMLIN_URL>>/beers.gif[/img]

[VintageMusclecar]

A little good news:

Kammers just called and they were able to repair the bellhousing.

One rather expensive bullet dodged.

The new clutch also just came in along with the tall Mark Williams pinion yoke.

Re: the pinion yoke, I wanted to note something...

It might seem somewhat frivolous to swap the pinion yoke <span style="font-style: italic">just to</span> shave another inch off of the driveshaft, but there's a little more to it than that. The MW yoke also takes a 1350 series universal joint which is considerably stronger than the OEM 1330 series pinion flange and universal joint.

The new driveshaft will come with 1350 series universal joints by default, and as such would've required an adapter universal joint to mate to the OEM pinion flange--not the way I want to go with this. [img]<<GRAEMLIN_URL>>/no.gif[/img]

More details once the trans arrives.

[wagonman]

Don't fret, in the Aerospace industry NDT is an acronym for both Testing and Inspection.

You don't really hear the acronym NDI To often.

<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: VintageMusclecar</div><div class="ubbcode-body">You'd think I would've known that acronym since I worked in the aerospace industry...probably knew it at one point and forgot. [img]<<GRAEMLIN_URL>>/hmmm.gif[/img]


The ol' gray matter just ain't what it used to be. [img]<<GRAEMLIN_URL>>/rolleyes.gif[/img] </div></div>

[m22mike]

This A &amp; P mechanic always took NDT as meaning &quot;Non destructive test&quot; , like X rays, die penatrant, zy glo and eddy currant inspections to list a few. [img]<<GRAEMLIN_URL>>/dunno.gif[/img]

[earntaz]

I guess I am old school -- after being involved with the USAF and DoD for over 41 years ... NDI was the common term. TAZ

http://www.tinker.af.mil/library/fac...et.asp?id=5509

[napa68]

With all this talk about driveshaft's, I thought this would be appropriate.

http://www.iedls.com/asp/admin/getFi...=28&amp;FN=PDF