Sorry, my mistake, actually left and right are going together before exiting. Will change my signature

Well holy crap all over that!

Awesomeness. I certainly was not planning to look at this when I logged on today!!!!

Wow Keep telling us stuff. What kind of Xfer case?? NP241?? <img src="/forums/images/graemlins/kewl.gif" alt="" />

HURRR yeah.. it says NP241...

Well thats Killer. Id like to see the new floor you built.

Dude.. Im impressed. This is my ultimate dream swap... except into a Gen2... It takes alot to impress me, and Im impressed.

Requesting pics of....
Front and rear driveshafts
radiator area
floor
Tires boiling off the rims. <img src="/forums/images/graemlins/kewl.gif" alt="" /> <img src="/forums/images/graemlins/kewl.gif" alt="" />

Saweeeeeettt!!!!!


...certainly kicks my wimpy lil' azz!

Daily drivers RULE!

What, I want this in my 91 4door with 14bolt rear axle and d60 front.

Awesome.

It will be tough to ever beat this. Looks nice and clean in the engine bay too. Stock hood too! With that short wheelbase and all that torque you probably should install a wheely bar. <img src="/forums/images/graemlins/lol.gif" alt="" />

That's awesome <img src="/forums/images/graemlins/drunk.gif" alt="" />. A couch in the shop area, that's what I like to see <img src="/forums/images/graemlins/kewl.gif" alt="" />.

I agree. I guess Im just gonna move my dream onto somethign elese!! <img src="/forums/images/graemlins/wink.gif" alt="" /> crazy cool. I sure woudl like to take a drive in that beast!!

Need video of you burning all 4 tires in 4Hi asap

After that, show us what the exploded CVs looked like.

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Drivetrain

Transmission and T-case
I bought the engine complete with Escalades 4L65E AT tranny and NP246 T-case.
The initial plan was to use original ECU, transmission and transfer case. I mounted the Escalades automatic transmission with its transfer case on the engine, so the whole engine+transmission group could be fixed at a correct inclination inside the car.

SURPRISE ! - tranny and t-case combination was too long and there wasnÆt much length left for driveshaft and the driveshaft angle was getting crazy. As I preferred manual tranny over automatic anyway, it was a good excuse to find manual transmission and t-case, that could be shorter. I was hesitating between Chevy 4speed NP 465 and 5speed NV4500. 6speed NV5600 seemed ideal at the beginning, but after I found out its weight 365lbs, it wasnÆt the desired solution anymore. Of course the price was an issue as well, 4speeds were cheap, but they were really old design and I didnÆt really want to mate a new Escalades engine with 25 years old 4speed. So despite of feeling sorry for my wallet I got NV4500 5-speed. Next step was to find T-case. Ideally I wouldÆve liked gear driven T-case, not chain driven and it needed to be short as well. Looked through different options like Dana20, Dana300 and dreamed about ATLAS. ATLAS was too expensive, Dana needed some special adapter and also Dana20 low ratio wasnÆt low enough. The only option was to go for Dana300, but I couldnÆt find one with reasonable price for 2 weeks. I needed it badly to go on with the project and start making mounts for engine and tranny.
So I needed to go for something else. I didnÆt like this decision to go for chain driven T-case, but under the circumstances I didnÆt have a choice. I definitely couldnÆt use an Escalades NP246, because it was too long and there were no kits available to make it shorter. At this point I was looking for NP241C for Chevy and found one from junk yard.
I did my research about available SYE (slip yoke elimination) kits and decided to go for JB conversions super short kit. With this combination, the driveshaft length was close to original RaiderÆs one.


Bellhousing
Unfortunately transmission was bought without bellhousing. There are different options to mate NV4500 with Chevy small block. At the time when decision needed to be made, the quickest and easiest way seemed to modifying NP 465 bellhousing.




Flywheel and Clutch
Clutch was next big issue. First of all - flywheel. As not being native American and not knowing much about different V8-s and expected that all the Chevy V8 flywheels share the same bolt pattern and without any research took a flywheel from first Chevy V8 that I found from junk yard. Went home and found out that it doesnÆt fit, so did some research and finally got a flywheel from 4.8l Silverado (not dual mass). As I wanted to use internal slave cylinder for clutch, the clutch clearance was a big issue. (Internal slave cylinder+ through-out bearing are longer than just through-out bearing). Also the distance between pressure plate and bearing should be precisely calculated. The thinnest pressure plate I found was from Æ98 Chevy truck with diesel engine. Bought it new. Still, I couldnÆt use the original Chevy internal slave cylinder (looks terrible quality anyway), because it was too long. I still donÆt know reason for the clearance issues, is NV4500 original bellhousing longer, or Chevy 3rd gen small block crank offset is different, or maybe the flywheel thickness didnÆt match or something else, but the thing just didnÆt fit together û NOT ENOUGH CLEARANCE. This was frustrating, after all the work with bellhousing and buying a Fà expensive clutch, it just didnÆt fit together.
At this point I had also Seb helping me out with making brackets and putting fuel system together and Sam doing wiring harness for ECU. So the pressure was on and things were moving fast û we needed the solution quickly, to keep going and not to get stuck with some stupid problem.

So I took a day to visit all the local dealers to find some other internal slave cylinder that could ôfitö. What a big disappointment. It was so frustrating trying to explain what for I need a slave cylinder, what it should look like, what size and why I canÆt I say the model I need it forà I felt like a complete idiotà
Frustrated and no hope to find an easy solution I went to a random Carquest shop, where after some search one lady took out a catalog withà pictures of slave cylinders. Can you believe it, after going to all these fancy dealerships with no help, some lady from Carquest really wants to help and can find a solution. Finally we tried Ford Contour Æ96 slave cylinder and it WORKED. After calculating the clearance I made a attachment with proper offset for slave cylinder, put everything together into a car and got a new problem û clutch stroke wasnÆt enough to disengage û put a bigger master cylinder û next problem, with bigger stroke slave cylinder seal got pushed out û everything apart again, bought a new slave cylinder again and made a 3 mm (1/8ö) extra spacer between transmission and cylinder û WAS WORKING GREAT after that



Drive shafts
Front driveshaft is older Chevy truck front driveshaft combined with Montero rear U-joint and flange.
Rear driveshaft yoke part is from Blazer S-10 front, combined with some big U-joints near the axle. At first I was so na´ve that I left original RaiderÆs U-joint near the rear axle. Blew it for several times before went for bigger U-joint.



PS. All the comments (either good or bad) and suggestions are welcome!