1961-'63 Buick Special/Olds F-85 rear end conversion
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I recently purchased a 1961 buick special with the 215 V8 and 2 spd dual path transmission. The rear is the stock rear(4 link) that has a leaking pinion seal. I measured the | I recently purchased a 1961 buick special with the 215 V8 and 2 spd dual path transmission. The rear is the stock rear(4 link) that has a leaking pinion seal. I measured the | ||
| − | backing plate to backing plate as 51.5 inches. I have been researching a conversion for both the trans and rear and have still not nailed the proper components to | + | backing plate to backing plate as 51.5 inches. I have been researching a conversion for both the trans and rear and have still not nailed the proper components to satisfy my requirements. I want the car to be realiable, primarily! I am planning on warming up the motor in the future so I do not want to install something in this car that is not stronger than the stock components and i also want to be able to obtain parts for it in the future if necessary. |
| − | satisfy my requirements. I want the car to be realiable, primarily! I am planning on warming up the motor in the future so I do not want to install something in this | + | |
| − | car that is not stronger than the stock components and i also want to be able to obtain parts for it in the future if necessary. | + | |
| − | + | The three main problems with this machine is that it is low, and does not have much of a tunnel to install larger components , therefore floor(tunnel) mods will be necessary to convert to larger, stronger units. The other problem is the driveshaft; it is 2 piece and not strong, as | |
| − | components , therefore floor(tunnel) mods will be necessary to convert to larger, stronger units. The other problem is the driveshaft; it is 2 piece and not strong, as | + | i have read about folks taking a spare rear drive shaft with them in the trunk, just in case! And lastly is the bolt pattern on the block to bellhousing. The 215 is a special design that does not fit up to any other GM components. Rover bought the motor in 64 from Buick and there are parts available for MG conversions and others. |
| − | i have read about folks taking a spare rear drive shaft with them in the trunk, just in case! And lastly is the bolt pattern on the block to bellhousing. The 215 is a | + | |
| − | special design that does not fit up to any other GM components. Rover bought the motor in 64 from Buick and there are parts available for MG conversions and others. | + | D & D has adapters for using a BOP T5 5 speed trans and they also provide all the parts necessary for the swap. The other option is the TH200 auto trans, and D & D has an adapter for that conversion as well. The driveshaft will have to be modified. Any way you look at converting this car is expensive. Nothing is cheap anymore! |
| − | D & D has adapters for using a BOP T5 5 speed trans and they also provide all the parts necessary for the swap. The other option is the TH200 auto trans, and D & D | + | |
| − | has an adapter for that conversion as well. The driveshaft will have to be modified. Any way you look at converting this car is expensive. Nothing is cheap anymore! | + | I have been told that a Ford Fairmont rear from a late 70´s car is almost the same dimensions as the buick rear but in my research i have found that it is not a strong unit. That leaves some other choices and that is obtaining a 8.5 10 bolt with the eyes on the carrier or a 12 bolt with the eyes on the carrier, or a 8.8 Ford rear with the eyes on the carrier and have the housing cut and the spring pads relocated. The backing plate on the carrier has a radical angle that is not typical of the other GM cars. i wish this rear was a bit stronger and parts were available, because it is light! |
| − | I have been told that a Ford Fairmont rear from a late 70´s car is almost the same dimensions as the buick rear but in my research i have found that it is not a strong | + | |
| − | unit. That leaves some other choices and that is obtaining a 8.5 10 bolt with the eyes on the carrier or a 12 bolt with the eyes on the carrier, or a 8.8 Ford rear with | + | |
| − | the eyes on the carrier and have the housing cut and the spring pads relocated. The backing plate on the carrier has a radical angle that is not typical of the other GM cars. i wish this rear was a bit stronger and parts were available, because it is light! | + | |
email: bluesmax@juno.com for photos, my other email address has been terminated. | email: bluesmax@juno.com for photos, my other email address has been terminated. | ||
I have gone 2 routes since i started this page. | I have gone 2 routes since i started this page. | ||
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I bought a 88 mustang 8.8 rear because it had the eyes on the carrier for the upper control arms. I later discovered that it was 4 inches too wide for the buick special. that is since gone, and then i purchased a 78 monte carlo 7.625 rear that is .5 inches narrower than the stock buick special rear. I made some lower control arm brackets and also a jig so that the placement of the brackets would be at the correct angle and spacing. The rear is in place now and fits great. I installed a powertrax differential before placing the rear under the car. I reccommend using 4.75 backspacing wheels or 5.00 bs wheels to get the proper fit in the rear wells. | I bought a 88 mustang 8.8 rear because it had the eyes on the carrier for the upper control arms. I later discovered that it was 4 inches too wide for the buick special. that is since gone, and then i purchased a 78 monte carlo 7.625 rear that is .5 inches narrower than the stock buick special rear. I made some lower control arm brackets and also a jig so that the placement of the brackets would be at the correct angle and spacing. The rear is in place now and fits great. I installed a powertrax differential before placing the rear under the car. I reccommend using 4.75 backspacing wheels or 5.00 bs wheels to get the proper fit in the rear wells. | ||
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I am now in the process of swapping out the dual path transmission to a 96 camaro T5 that i re-welded the tailshaft mount straight instead of the angle that it had for | I am now in the process of swapping out the dual path transmission to a 96 camaro T5 that i re-welded the tailshaft mount straight instead of the angle that it had for | ||
the camaro/firebird mounting. I also had to re drill the bellhousing i bought (shroeder) and make a lower adapter for the T5. i chose to fabricate a cable clutch linkage because there just is not any room on the firewall for a master cylinder. I think that the cable will work fine and is easy to set up and adjust. if you would like to see photos, just email me at the above address. | the camaro/firebird mounting. I also had to re drill the bellhousing i bought (shroeder) and make a lower adapter for the T5. i chose to fabricate a cable clutch linkage because there just is not any room on the firewall for a master cylinder. I think that the cable will work fine and is easy to set up and adjust. if you would like to see photos, just email me at the above address. | ||
| − | + | Today i attempted to install the T5 from the 96 camaro, and there is no way it will fit without removing a good portion of the tunnel which is what i did. now it is in and the shifter is almost in the perfect location. I am going to hunt for a hurst lever, to give it that old world look and put it in the perfect location for me. As you can see i am into the old school, innovation in action crowd. | |
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