No. In your first picture, if you look at the countershaft, the small one with four cast gears on it, the 5 speed would have two gears on the other side of the center support. You got one. In that first pic, see that shift fork on the left? Slam that baby forward and turn the input while holding the output. Next, slam that shift rail back and do some turning. That'll give you a visual as to what's going on.

I just read your post again, 56A is a 1200 4 speed. I guess I need to read better instead of just looking at pictures

(BSEE) Electrical Engineer, doing electromagnetic testing
almost forgot...
(MSE) Material Science Engineer, not used

It looks like it would lower the CG. Not much, but you gotta start somewhere.

D, you have developed a really, really bad credibility problem. I can't determine whether you are telling the truth in your posts.

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Where did you get THAT idea? As Dodgeman pointed out, there were many V8's before WWII.

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Why do you think http://www.amx-perience.com is a GM site? Please explain.

Ok, D, you're intent on only telling half the story every time. Let me clear some things up for you.

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The sbc came out in 1955. No, it is not a "Y" type. Ford designed the Windsor to replace the "Y". The sbc necessitated this move.

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In 1970, GM was on strike. The 1970 Camaro's you find will be called 1970 and a half. As a consequence of this, Camaro production with the large rear spoiler that Jim Hall wanted, did not qualify for SCCA competition. If you go here, scroll 1/3 of the way down the page, you will find an article called "Ford wins at Laguna Seca, Rain wins at Dallas". In that unbiased article, (actually, you will notice it is an AMX site), it will tell you that because of the Camaro's production numbers, they were driving a plain jane Camaro during the 1970 season. If Ford didn't win against a plain jane Camaro,, it would have looked pretty bad, eh?

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I don't know what your point is. I've seen sbc's put out over 1200 hp without N2O and be steetable. I can't say I've see a Windsor put out over 1000 hp without N2O and be streetable. It's all relative to potential D

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Remember what happened in F1? They allowed Honda to compete, Honda won for several years and then dropped out. During Honda's reign, they drove the price up so high, that there are no independent's running anymore and I doubt there will be. I don't believe racing is or should be about how many dollars you can pump into it. With enough dollars, anyone can win. That's why I like NASCAR. No engine management systems. That evens out the playing field. To enjoy racing as a spectator or a participant, I don't believe it's necessary or even desirable to have a $50+ mil/year budget. Toyota is now running the truck series. I haven't kept up with racing for the past several years so I'm no expert here, but I believe the V8 Toyota is running is a specially designed and built engine for that series. It is not a production motor. It is not mass produced. Nothing like firing up the foundry to build a few custom blocks to go racing, is there? What's the sense of that? See how much money you can spend to win?

D, though you apparently love the Windsor dearly, but it is not in production anymore. There's a reason for that. You Ford fans alway like to point out how the aftermarket supports the sbc better, and that's the reason for it's success. In fact, exactly the opposite is true. You see, the aftermarket is not going to jump in unless they believe they're going to get a return on their investment. GM did their homework on the small block and the big block and that is why the aftermarket supports them. It's all about numbers with a $ in front of them. As an individual, I chose the sbc because it's reliable, cost effective, easy, plentiful. I have a Datsun for the same reasons.

You can go to just about any car show or look at any car mag and see a Chevy engine in a Ford. I have yet to see a Ford engine in a Chevy. You must be blind not to notice that.

Dodgeman, did you read this article I posted earlier? I guess not, or you don't believe it.

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The Current big block Chevrolet engine design debuted in 1965 as a 396. Changes in the last 40 years are roller cam, one piece crank seals and displacement. I would say the original design is very intact and you can buy it in a brand new 2005 pickup.
The NASCAR engines running today , (SB2), are straight from the 1952 design. In fact, you can bolt a current SB2 straight into a 1955 Chevrolet without drilling any holes or welding. I don't know of any 50 year old 100% original cars you can bolt a brand new, straight from the dealer, engine in.

[edit] Dodgeman, I was just wondering what you think of the sbc having been in continous production now for 50 years, and counting? [end edit]

[okay, another edit] Just for D and pro240c because I have done a little digging. Sprint cars run predominately sbc's, like more than 90%. Run what ya brung, your choice though there is a displacement limit. Don't see any Lexus V8's, hardly a Windsor, hemi's are none existent, why? You can run anything you want NA as long as you observe the displacement limit. And to think that pro240c wrote, Quote: who's REALLY blind pro240c? Can you name the only stock production blocks to run at Indy in the last 50 years? [end another edit]

Can I summarize your feelings? You're angry because GM ruled Pro Stock for 20 years until Chrysler copied their cylinder head and started winning. The Chrysler fans were upset that they had a GM head on their Mopar, so Chrysler engineers moved the valves around but kept the wedge. They used hemi valve placement but the wedge is more efficient. GM knew the wedge was more efficient when they built the small block in 1955 and the Mark I in 1959, the Mark II in 1962 that NASCAR outlawed, the unreleased Mark III "mystery motor" the Mark IV in 1965 and the Mark V 10 or 12 years ago. That why the 1970 LS-6 Chevelle held the IHRA A/SA (showroom stock) record for years, because a stock hemi couldn't touch it. The hemi is just plain inefficient burning gas. It's why Chrysler quit putting it in automobiles until electronic engine management. It was an enviromentally dirty engine. In fact, I've heard tell the new hemi is not a hemi though I have yet to see the inside of one. There's also a reason the new "hemi" is 5.7 liters too, care to guess what that reason is? Now you want to call GM losers because Sonny Leonard has gone off on his own and designed his own cylinder head with hemi valve placement.

Back when they were racing stock Hemi blocks, there was alot of competition. BOP 455's, SD421's, Chevrolet 427 and 454's and Ford 429's, CJ's and sideoilers. It wasn't until a redesigned non-production car Hemi block was created that the Hemi became dominant. The current Chrysler Hemi run in NHRA is actually a copy of a GM wedge combustion chamber with Hemi valve placement. It is not a Hemi. The article is here.

Apparently, I really touched a nerve here. I'm not angry at all but I'm sorry you guy's are so upset. Next time I go to an NHRA meet, I'll look for those Windsors, cammers and Honda S2000's. Would you like me to tell you how many I see?

Pro 240c, when you quote me, please don't cut the quote off to suit your purpose. Thank you.

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If someone put a restrictor in the intake of that Honda S2000, do you think the power output would go down?


And D:
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I would assume you are talking about using an old Hemi block here, not a Keith Black repop block? There's just a little difference. Do you think the Hemi's dominance in racing happened with a stock block?

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I don't see many Windsors at the drags. I think people are using them for boat anchors. Maybe they're lighter in Oz because you're upside down?

1978 B210 GX in the US