The Three Speed
The '67 originally had a three on the tree. We originally planned on building an automatic car for more consistent times at the strip. However, once we got to looking around we found out that swapping in a four speed was easier and cheaper than we had originally thought. We decided banging gears was just too much fun and went looking for a four speed.
Our M-21
Answering an ad posted at Team Chevelle, Tom hooked up with John Foreman of John's 4 Speeds in Anaheim, California. Being a very knowledgeable and helpful guy, he gave us the lowdown on what would work well with our setup. We decided on an M21 to which John swapped a different tailshaft so that our speedo cable would stay on the driver's side. He was also able to get us a good used Hurst Competition Plus shifter as well as a handle which would fit our bench seat interior. A billet steel flywheel was also included, but it turned out that the clutch springs hit the flywheel bolt heads. John graciously gave us a full refund on the part. Except for adding oil, this thing was ready to run as delivered.
John can help you out with a Muncie, T-10, Super T-10, or Toploader. If you need a complete tranny, rebuild, or overhaul kit you might want to drop him an email.
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Checking the runout
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Dial indication
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Our rebuilt 1965 M-21
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The Clutch
We ordered a Centerforce clutch and pressure plate from Jeg's, along with a Lakewood explosion-proof bellhousing. We first wasted our money on a stock pivot ball before buying the adjustable one required for aftermarket bellhousings. We got our clutch fork from the same guy who sold us our power steering setup. We bolted all this great equipment up to a brand new OE flywheel. Before we did that we had to check the runout on the bellhousing. This consists of using a dial indicator to determine if the path from the flywheel to the big hole in the back of the bellhousing is straight enough. If it wasn't, we would have had to use offset bellhousing locating dowels.
