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Keisler+Hurst Drivelines 904 to Tremec kits

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ssok

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I have a few questions:

1. While both companies offer a slew of different kits, is either company more reliable?

2. What is included in these kits? Transmission, shifter, bell housing, clutch pedal, clutch and a slave cylinder are the obvious. What else? Crossmember? Id like to buy the trans, shifter, and clutch from a few different places. I dont know if they will just sell me the stuff they make though...
 
I've been installing the Keisler stuff for years in customer cars (mostly GM, three or five Mopars, including two AOD's). It's never been a straight bolt in, but then, it's a conversion, some fudging is always to be expected. If I've ever had an issue, Keisler has never let me down with help.
I've also done two of the Hurst kits, which I believe are the Classic Motorsport kits that Hurst now owns. (?). The one question I had, they were more than helpfull. The kits appear to be somewhat similar, although, I can't vouch for the transmission internals.
I'll give the nod to Keisler as far as being perhaps a better worked out kit. I do know that I prefer the Keisler hydralic clutch setup better. My opinion could change on the Hurst kits, but for now, that's where it sits for me.
You say you want to buy several items from different manufacturers? Any reason why or what?
 
Well, I'm only in the planning stage, so my thoughts can change a lot.

1. If I get a Keisler kit, I plan on throwing out the shifter and buying a Hurst one out of Year One with a 5 or 6 speed bezel. Simple, I know, but I am a picky person.

2. I need to look at the specifics, but since most of these kits are around the $4000 mark, I suspect that there is a huge markup in over the parts counter stuff. I could easily be wrong though.

3. My dad and I both say that one day we will bore out the 400 and build some evil tire shredding engine. However, I doubt that will come for some time. So I need a 500+hp rated trans... but not now. I wouldnt mind pulling a T5(or whatever Tremec they used) out of a Mustang and using that for the time being, then when that dies I would buy the beefed up tremec. If I could get the entire kit without the trans or shifter I might save.

I would need to do some more homework, though, since the 400 is externally balanced and my crank is not drilled for a pilot bearing...
 
ssok said:
Well, I'm only in the planning stage, so my thoughts can change a lot.

1. If I get a Keisler kit, I plan on throwing out the shifter and buying a Hurst one out of Year One with a 5 or 6 speed bezel. Simple, I know, but I am a picky person.

2. I need to look at the specifics, but since most of these kits are around the $4000 mark, I suspect that there is a huge markup in over the parts counter stuff. I could easily be wrong though.

3. My dad and I both say that one day we will bore out the 400 and build some evil tire shredding engine. However, I doubt that will come for some time. So I need a 500+hp rated trans... but not now. I wouldnt mind pulling a T5(or whatever Tremec they used) out of a Mustang and using that for the time being, then when that dies I would buy the beefed up tremec. If I could get the entire kit without the trans or shifter I might save.

I would need to do some more homework, though, since the 400 is externally balanced and my crank is not drilled for a pilot bearing...
Click to expand...

If you want to do the t5, you could get the bellhousing from Quicktime.
Flywheel, go with the McLeod. Pilot bearing is a no brainer. Use the Jeep one, there's been a lot of discussion on the board about that one. You'll have to modify the trans tunnel somewhat. One of the benefits of the kit trannies is that they get the shifter in the stock location. (Or, reasonably close). That's not the option you'll have with a rustang trans. Oh, and I know I don't make a huge profit on these things.
 
Hurst kit?

What about the one that _____ (I forget) is making that LOOKS like an A833 and is supposed to be a direct bolt in for A, B, and E body cars?
 
69 Runner said:
Hurst kit?

What about the one that _____ (I forget) is making that LOOKS like an A833 and is supposed to be a direct bolt in for A, B, and E body cars?
Click to expand...

You mean the McLeod trans? They've been rattling their sabres about that one for going on two years and haven't produced one unit. They say that they've tested it to 1000 ft/lbs. But the reason stated for it not being out yet is quality of some production parts. (Just what I remember, could be a bit off).
 
Yeah.....I think it's the McLeod. But isn't Passion supposed to be doing one as well?
 
Revhendo said:
If you want to do the t5, you could get the bellhousing from Quicktime.
Flywheel, go with the McLeod. Pilot bearing is a no brainer. Use the Jeep one, there's been a lot of discussion on the board about that one. You'll have to modify the trans tunnel somewhat. One of the benefits of the kit trannies is that they get the shifter in the stock location. (Or, reasonably close). That's not the option you'll have with a rustang trans. Oh, and I know I don't make a huge profit on these things.
Click to expand...

I just pulled the name T5 out of the air. I know Stangs/Camaros used a few different Tremecs throughout the 90's, so I would like to pick up the same model as whats in the Keisler kits. Albeit for a lower HP rating.

I dont know anything about the Jeep pilot bearing. I always planned on buying a 400 stroker kit that includes a drilled forged crank.
 
IMO if you piece together a kit it will probably cost more in the long run and you will be required to do more of the engineering required to make it fit.
 
J passion has a OD set up, not like the MoPar OD gear riding on the 3rd gear, but new gears that work, fit in the 833 case.
 
Just talked to a friend of Red's (McLeod) today. He says the hold up is getting all of the parts made in the US.
I'm confused as to how Passon can get an overdrive in a 4spd without going through the countershaft. I also thought I had heard Passon was working on a 5spd box.
 
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