Allright. I'm swapping in my 406 and i've got the old 350 out. I don't have the starter for the 406, and since a T5 is being bolted up anyways, i'm using the 350 starter. My problem is that the 406 has holes drilled in the block for a staggered starter nose, while the 350 starter nose is straight across.

Since the 350 starter/T5 setup uses a 158t flywheel and i'll be using the flywheel on the 406 (got a balance plate) i'm running into a problem. I believe that all the staggered starters sold are only for the 163t setup that GM had. Is this true?

My question is, if I were to get a staggered nose starter from a car that uses a 163t setup, could I just swap on the staggered bolt nose from that starter onto the current starter I have?

-Thanks, Brandon

 

Only if you use it with a 163T flywheel. To use a 158T flywheel on your block, you'll need to have the missing starter hole drilled and tapped.

 

For the record, it's 168 and 153.

I'd agree your only choice is to get the other hole drilled and tapped. Best to have a machine shop that knows what they're doing do the job.

 

Damn, I thought those numbers looked funny. Oh well, either way I got my point across.

That sucks. Oh well, out to go pick out a new drill bit and tap. I'm assuming my standard plug in Dewalt drill will work fine.

Is there a certain type of bit (material wise) I should get? I know cast iron is a fairly soft metal, but I'd still rather not have a bit break halfway through.

 

They aren't just plain ol' drilled & tapped holes. Go take a look at them - the top (outer) part of the hole doesn't have threads in it. That's because the starter mount bolts have a knurled shank to precision locate the starter.

Unless you have a drill press, precision drill bits, and precision reamers, I wouldn't attempt this job.

 

Any idea what a machine shop will charge (roughly to do this job) then?

Also, does Summit or anyone make those mini starters that would have maybe an inline and staggered bolt pattern, and that would work with the 153t setup? I wouldn't mind one of those either, it sure would make getting around the longtubes a little easier.

 

Not sure about the machine shop charge. I'd guess in the $50-$75 range.

I looked on Summit for a staggered 153-tooth mini starter on Summit before my original response.

 

I called a shop today, they quoted me about $35-$40 over the phone. Unfortunately, I need to tear the engine back down to a shortblock.

Think I'll be safe re-using the the intake and head gaskets? Before this the intake gaskets were brand new and the headgaskets only had about 30 minutes of runtime on them.

 

If the gaskets are composite (not metal only - which would only apply to the head gaskets) and come off cleanly, they can be reused.

Back in the dark ages when I was in the Army, I went through their mechanics training. At the time, they were using some Dodge trucks with 318's. They had a bunch of these engines on stands in a big open bay. We had to tear them down to the shortblock (left the oil pan on if memory serves), put them back together, and start them up in order to pass. To my absolute shock, they reused all gaskets, including the head gaskets. The engines ran fine when put back together, but they weren't exactly heavily loaded, either.

 

unforetuneatley ive never seen any before

 

I know this doesn't directly solve your problem but, from what I have heard, and experienced, the T5 behind a mild 350 can fail I would think behind a 406 it would stand very little chance?

 

As long as you baby it (no high RPM clutch dumps or speed shifting), a T5 can live behind a 400.

 

That's my experience too. However, I think I've got some freak T5. My 355 dyno'd 356rwhp and 348rwtq, and the car regularly saw 3,000+ rpm clutch dumps and I slammed gears almost every chance I got. It held up just fine with regular fluid changes.

Granted, I probably will baby this T5 a little more till I save up for a T56 swap, so I'm sure it should be just fine. And if it does break, I'll just pick up a JY unit, it takes like an hour and a half to swap a transmission at the most.