Bellhousing

[Jerry Clayton]

The 1964 289 was one reason that I started running scattershields---One day in mid 1965 at Pheonix City Ala dragstrip I was the next car in line to run behing Hubert Platt in his AFXer with all the STUFF back then---After all the rosin spreading, burnouts, sweeping tracks---he did a gigantic wheelstand because he had put his tool box in the back edge of the trunk for a little more traction and the hope of a mild wheel stand---it stood straight up, toolbox came out the glass deck lid and scattered stuff everywhere--

After a lengthy cleanup it was my turn---and---the clutch assy came apart at the 1-2 shift point---another long clean up==

It was a 5 bolt block and the block was ok except it tore 2 corners off the trans, tore up both exhaust headers, debries flattened one rear tire---

After that----bellhousing scattershield adapters---no more shields welded up around the clutch trans

These days I would not use a 289 5 bolt for anything but a date correct rebuild and before I spent the money for a 5 bolt shield I would use the later 6 bolt block for oem roller cam stuff and then a 6 bolt shield

And above all else it would have the engine plate with the extra bolts between every stock bolt into the block and around the bottom .
Specs allow 7 inches between bolts and thats enough to allow trimming the bottom for some ground clearance.


I believe that Ford went to the 6 bolt because of plans for the block in trucks and heavier equipment

[PDUB]

Originally Posted by Jerry Clayton

---the clutch assy came apart at the 1-2 shift point---

It was a 5 bolt block and the block was ok except it tore 2 corners off the trans, tore up both exhaust headers, debries flattened one rear tire---

After that----bellhousing scattershield adapters---no more shields welded up around the clutch trans

These days I would not use a 289 5 bolt for anything but a date correct rebuild and before I spent the money for a 5 bolt shield I would use the later 6 bolt block for oem roller cam stuff and then a 6 bolt shield

And above all else it would have the engine plate with the extra bolts between every stock bolt into the block and around the bottom .
Specs allow 7 inches between bolts and thats enough to allow trimming the bottom for some ground clearance.

Sounds like your experience is exactly the type of motivation for the change to 6-bolts...

Thanks for sharing Jerry!

[D-CEL]

Thank you Jerry for your perspective.

I agree with your extra bolts and trimming position.

Here is a little extra info from Summit
MFG PART# PRICE shipping weight SFI CERTED

Lakewood 15210 $435.95 47 lbs YES
QuickTime RM 6056 $593.95 35 LBS NO
QuickTime RM 6056 SFI $616.95 38 LBS YES


Jason

[blykins]

And my pricing...

Lakewood #15210 - $400 including shipping

Quicktime #RM-6056 - $570 including shipping

Quicktime #RM-6056-SFI - $594 including shipping


Good luck on dialing in the Lakewood the first time...

Also, the Quicktime bells weigh about 24-25 lbs.

[D-CEL]

(an excellent use of this post as an advertising forum, I commend you.)

I saw the 22 and 24 lbs weights on the QT web site. Then I noticed that is doesn’t matter what Mfg, motor or trans config. the weight only varies a few lbs.
I figured based on QTs history of extra loose presentation of technical data, Id better call Summit for an infusion of impartiality.

They must use really heavy shipping boxes....

Interestingly, I found that Lakewood also sells a series of “transmission adapters” that are similar to the non SFI QuickTime as they lack all the lower bolts. However, Lakewood goes to great lengths to distinguish that while better than a cast alum housing they are NOT safety housings. Hmmm who knew….