Engine Swap in 1953 Belair

I don't know, but one of the reasons I liked Chevy/GMC trucks is that most engine parts were the same from the late 60's through the mid 80's and interchangeable. It kept parts inexpensive and available. A quick google search brought up this forum, maybe someone more likely to know the answer there. Sounds like a fun project.

http://www.1953chevrolet.com/

I don't know either. But I'd guess it would bolt right up. Why would they redesign/change any more of the car than absolutely necessary?

you will need a bell housing from a 55 - 57 model V-8 engine with rear mounts, the 53 used a torque tube system, the transmission mounting ears are threaded on the 53 transmission and will need to be drilled or filed out to allow for bolts to thread into the bell housing, you will likely encounter monor mods as you progress.

now thats what I wanted to hear, thanks . I guess if I could just swap trannys it would be a lot less pain, not sure I even want to yet, depends what the car is worth when I'm done painting and buying the endless parts. I"m hopeing it gets me into a custom . thanks again.

Without knowing the exact engine torque specs the bigger engine if it was directly compatible may have considerably more torque than what the original transmission can handle.

A few of my old school hot rod buddies have found that out over the years. Physically fitting does not mean directly compatible or equally capable horsepower wise in original stock form.

Its just something to consider.

Having done a left to right hand drive conversion with the extra complication of upgrading the transmission to a T-5 in a 51 Chev 3/4 ton ute with the "Blue Flame 6" and 4 speed. I'll tell you that it is easy to get fouled up but good when mixing and matching that 50's era Chev bits.

The left to right conversion was supposed to be made easier with a RHD 53 bellhousing except that the rear mounts were completely different between the 51 and the 53. How different? 51 was straight up and down the 53 was at around 35 degrees inclination. That was resolved by fabbing some wedges to correct the angle on the bellhousing and the use of Landrover V8 engine mounts.

The T-5 just needed an adaptor plate between the box and the bellhousing, and an extra rear crossmember (fabbed from an F100 gearbox cross member) to hold up the rear. The standard motor/gearbox relies a lot on the two rear engine mounts, with the front engine mount stopping the assemply from swaying around. However with the extra length of the T5 it needed the extra support at the rear.

When it was all finished the truck drove real nice and the overdrive 5th gear of the T5 allowed the truck to travel at highway speeds (110kph/65mph) without too much stress on the Chevy 6. There was a decision to use the 53 motor instead of the 51 because the 53 had pressure lubrication where as the 51 only had splash lube, this truck was going to be a "daily driver" after all.

Note, this was a 3/4 Ton Chev ute from South Dakota (straight off the farm with 50 odd years of paperwork) shipped to Oz, it had the optional 4 speed box, which had normal prop shaft arrangement. If it had the 3 speed it would of had a torque tube setup and would of meant a whole lot more work (read grief).

As for bolting a V8 to the 3 speed transmission. I think your in for a lot of ongoing grief, the whole transmission line is fine for the 90 odd horse power of the 235 but when you hit it with 250/350 horsepower of the V8 your going to break stuff, a lot.

If you want to put the V8 in use the appropriate transmission and drive line. Also your going to have to fabricate the front engine mounts and pedastalls/mount towers.

If you have done the car up in as factory condition then it will have more value in other peoples eyes than a botched up "hotrod". If you want more giddeyupngo then there are period hop up bits for the Blueflame 6 you just need to sniff around for them at swapmeets and online on the various chevy forums.

You're right about the three speed, I lost count of how many I broke with a 283 in my 57 Chevy. They were easy to change as the rear motor mounts were connected to the bell housing, they won't take much abuse behind a large V8. If I were considering the swap I think the transmission would have to go, also I'm not sure what year the changed from the fully enclosed drive shaft so there may be additional problems.

If one was not offended by a floor shifter, the later Muncie and Saginaw transmissions will bolt right up to the old bell. Just be sure that if you get a fine spline transmission, that you get a disc to match.

They are probably a little hard to find now, but the Vega used a Saginaw 4 speed after about 73. It had a 3.08 first gear that works out well in a low power-high weight vehicle.

There may be some requirement to refer to the car as a Cheby in some circles.

Chevrolet trucks up to '66 (light duty for sure) used the 4-point mount system similar to the older cars. In those years, the 'new' 6 (194-230-250-292) used brackets on the engine block to meet the same mounts that the V8 used by that time. However the mounts under the bellhousing should be the same as your earlier car.

That 3-speed can handle a mild V8 with no problem, but the truck trannys do NOT have a syncronized 1st gear, and the extension housing is NOT drilled for the later style rear-crossmember mount, although the boss is there.

That would probably be your easiest donor for a swap.

You should be able to find plenty of sources for V8 engine mounts for that chassis as it is well supported by the aftermarket.

I wouldn't worry about breaking parts in a cruiser, especially with something like a 305. Unless you're being abusive and dumping the clutch all the time, you'll be fine.

The averarge 350 you're going to find out there is an 8.5:1, 185-250 hp type of deal - plenty more than the ole 235, but still rather pedestrian... It's probably plenty of power for the stock chassis and brake set-up.

well guys, thats a lot of info and I thank you all. I think I will leave the 235 where it is for now, but at least I know a few things to consider before even thinking about the swap. the 235 I have has all been rebuilt and runs like a charm, but I'm more of a custom kind of person so I will finish the paint and interior and of course all the goodies I can add and then try and trade it off in the spring for a custom. If that fails then the swap will begin, thank you all again . by the way , anyone with any chevy parts???????? lol

harley:::

you are going to use a 57 bolt pattern type bell housing to get what you are after.

as for 350 ci, bolt pattern on the bell housing there might be slight miss match.

i suggest you get adapter plate and use this for match up.

BEST REGARDS

RED