Doug Cook Posted January 24, 2022 Report Share Posted January 24, 2022 I have a 1947 Plymouth Special Deluxe with the 218 flathead 6 with a 3 on the tree transmission. I have an option to buy a 1955 230 out of a dodge Coronet. It’s just the engine with no flywheel and I have no idea what transmission this 230 was attached to. Will I be able to attach the transmission I have to the 230 without any modifications? Here is a picture of the crank on the 230. I haven’t pulled the engine out of the 1947 yet. thanks!! Quote Link to comment Share on other sites More sharing options...
Sniper Posted January 24, 2022 Report Share Posted January 24, 2022 I have a 1 Plymouth with a 218 and bought a 3 Dodge 230 to hop up for it. Here's what I found onthe site 1 Quote Link to comment Share on other sites More sharing options...
Doug Cook Posted January 25, 2022 Author Report Share Posted January 25, 2022 Thank you!! This helped!! Quote Link to comment Share on other sites More sharing options...
wayfarer Posted January 25, 2022 Report Share Posted January 25, 2022 All of the L6 bells interchange BUT, the flywheels are different between the 'little Plymouths' and all else. You must use a 230 flywheel on a 230engine. Good news is that 'all else' includes 25" L6 as well as the v-8. Quote Link to comment Share on other sites More sharing options...
Doug Cook Posted January 25, 2022 Author Report Share Posted January 25, 2022 If I use a 230 flywheel do I need to use a 230 starter due to the crank shaft length being longer than the 218? Quote Link to comment Share on other sites More sharing options...
wayfarer Posted January 26, 2022 Report Share Posted January 26, 2022 No. Only the flywheel is different. The Ply wheel has a deeper offset to account for the different amount of the crank flange extension. 1" for the 201-208-218 and 1.185" for everything else. This is the 3/16" cut that is required on the bell if you use the 218 wheel on a 230... The combination of deeper offset and shorter flange extension puts the ring gear back where it belongs. Quote Link to comment Share on other sites More sharing options...
Ulu Posted January 26, 2022 Report Share Posted January 26, 2022 Well it looks like I stumbled into this problem myself. I have a 230, but I have the balancer, transmission, clutch, fly wheel, bell housing etc from a 218. Maybe. This stuff was all well worked on when I got it in the 80’s and 90’s. Rather than cut the bell housing I would shim the fly wheel out 3/16, but I have a genuine 230 fly wheel. it will need to be reconditioned but it appears that the 218 clutch will fit right on it. Is that a good idea, will it not fit, Or are they just the same? Quote Link to comment Share on other sites More sharing options...
Doug Cook Posted January 26, 2022 Author Report Share Posted January 26, 2022 5 hours ago, wayfarer said: No. Only the flywheel is different. The Ply wheel has a deeper offset to account for the different amount of the crank flange extension. 1" for the 201-208-218 and 1.185" for everything else. This is the 3/16" cut that is required on the bell if you use the 218 wheel on a 230... The combination of deeper offset and shorter flange extension puts the ring gear back where it belongs. So if I understand correctly all I have to do is use a 230 flywheel with the same tooth count ring gear and I can use the 218 bell, clutch and transmission. No shimming or cutting the bell housing. Is this correct? Quote Link to comment Share on other sites More sharing options...
Sniper Posted January 26, 2022 Report Share Posted January 26, 2022 Not real sure why Don thought to cut the bell rather than the flywheel to make things fit, but that might be an option. Quote Link to comment Share on other sites More sharing options...
wayfarer Posted January 29, 2022 Report Share Posted January 29, 2022 On 1/26/2022 at 2:26 PM, Doug Cook said: So if I understand correctly all I have to do is use a 230 flywheel with the same tooth count ring gear and I can use the 218 bell, clutch and transmission. No shimming or cutting the bell housing. Is this correct? Correct. 230 wheel on 230 crank. No changes to the bell On 1/26/2022 at 2:57 PM, Sniper said: Not real sure why Don thought to cut the bell rather than the flywheel to make things fit, but that might be an option. If you 'cut' the center of the flywheel to make it align you will make the center very thin...have you ever seen how much damage a flywheel can do?? 1 Quote Link to comment Share on other sites More sharing options...
Sniper Posted January 29, 2022 Report Share Posted January 29, 2022 You think Chrysler made two different flywheel castings rather than machine two different parts out of the same casting? Quote Link to comment Share on other sites More sharing options...
Loren Posted January 29, 2022 Report Share Posted January 29, 2022 Just to throw this out there. vintage power wagons has brand new surplus flywheels with 146 tooth ring gears and 8 bolt patterns for a price so reasonable you can’t rebuild a old one for. Since they new they have a new ring gear and are freshly surfaced. Only issue is they are drilled for a 10 inch clutch but that’s not much of an issue if you plan on a new clutch anyway. Recently a member had post about a diaphragm clutch. Big cities usually have a shop which does friction materials. If I were doing this I would consult with them on a modern diaphragm pressure plate. They have a much lighter pedal effort (that is until they are worn out, then they get stiff fast). I would pick a popular one that is going to be in production for a long time. If you have to re-drill the flywheel that’s okay. 1 Quote Link to comment Share on other sites More sharing options...
wayfarer Posted January 29, 2022 Report Share Posted January 29, 2022 13 hours ago, Sniper said: You think Chrysler made two different flywheel castings rather than machine two different parts out of the same casting? Yup. Put them side by side on the bench and the difference in the 'hat' is obvious. I agree that it is odd, but then MaMopar did some funky stuff over the years. Quote Link to comment Share on other sites More sharing options...
Sniper Posted January 29, 2022 Report Share Posted January 29, 2022 Well, after reading Loren's comments on a new flywheel, I think going that route is best. I wonder if I could get one resurfaced for much less than that. Quote Link to comment Share on other sites More sharing options...
wayfarer Posted January 30, 2022 Report Share Posted January 30, 2022 Resurfacing is a time honored tradition but....if the new wheels are even remotely close in overall costs the new ring gear should cinch the deal. Quote Link to comment Share on other sites More sharing options...
Doug Cook Posted February 1, 2022 Author Report Share Posted February 1, 2022 On 1/28/2022 at 9:46 PM, Loren said: Just to throw this out there. vintage power wagons has brand new surplus flywheels with 146 tooth ring gears and 8 bolt patterns for a price so reasonable you can’t rebuild a old one for. Since they new they have a new ring gear and are freshly surfaced. Only issue is they are drilled for a 10 inch clutch but that’s not much of an issue if you plan on a new clutch anyway. Recently a member had post about a diaphragm clutch. Big cities usually have a shop which does friction materials. If I were doing this I would consult with them on a modern diaphragm pressure plate. They have a much lighter pedal effort (that is until they are worn out, then they get stiff fast). I would pick a popular one that is going to be in production for a long time. If you have to re-drill the flywheel that’s okay. Thank you for this great info. I ordered a new one today! Stupid me though, I didn’t order a new clutch! Looks like I just cost myself an additional shipping charge! Quote Link to comment Share on other sites More sharing options...
FarmerJon Posted February 1, 2022 Report Share Posted February 1, 2022 5 hours ago, Doug Cook said: Thank you for this great info. I ordered a new one today! Stupid me though, I didn’t order a new clutch! Looks like I just cost myself an additional shipping charge! Call them early as you can today, you may be able to catch them and add it to the order before it ships. Or you may find a cheaper option someplace else. Recently there was a thread about a interchangeable diaphragm pressure plate and clutch set from later model vehicle, I don't know if they decided what exactly it came from, but suggested early '60s Chevy truck. These are much cheaper, $60-$150, so may be worth checking into. Did you pick up the 230? Quote Link to comment Share on other sites More sharing options...
Doug Cook Posted February 1, 2022 Author Report Share Posted February 1, 2022 I’ll look into that. Thank you!! I haven’t actually picked up the 230 yet but I will be in less than two weeks. I talked to the guy who has it and it sounds like we’re in good shape. 1 Quote Link to comment Share on other sites More sharing options...
48ply1stcar Posted February 1, 2022 Report Share Posted February 1, 2022 On 1/25/2022 at 4:04 PM, Doug Cook said: If I use a 230 flywheel do I need to use a 230 starter due to the crank shaft length being longer than the 218? I did this conversion with a Plymouth 230. If the donner engine had a manual transmission the crankshaft may be the same length as your 218. When using a 230 that was paired with a automatic I know the crankshaft is 3/8th of a inch longer. I was fortunate enough to have corresponded with Don Coatney and had the cut made in my bell housing. You will need a lot of the 218 parts for the conversion. I used the flywheel and clutch parts, also the oil pan because the I had had it sump in the middle and not the front and I re-plumped the oil pick-up same parts just different configuration. Page two of my post some good information Quote Link to comment Share on other sites More sharing options...
Recommended Posts
Join the conversation
You can post now and register later. If you have an account, sign in now to post with your account.