by Tom Jennings, edited by Frank Swygert 01-26-2026

Not done yet, but getting there. Numeric dimensions will follow.

Send me your bellhousing data and I’ll add it!

I NEED:

• A CLOSEUP PHOTO of the trans mount, at high resolution (3 megapixels or better). You can either take all the measurements
  yourself, (bolt hole pattern and center big hole) –OR– put a ruler in the photo (12″ shown in mine) and take a very high resolution photo (5 megapixels and up) and I can figure it out.
• AN OVERALL PHOTO of the trans side, showing throw-out lever hole and all, so people can judge what it looks like
  overall.
• BELLHOUSING DEPTH MEASUREMENT engine flange to transmission flat.
• All and any ID information, car, engine, year, as known, AMC part number will be great. I will add these things to the
  page I’ve got so far.
• contact me or Frank.

You can just email me photos. Send extras if you’re unsure. Bright sunlight, different angles, etc.

Engine patterns.

Early six: Starter on upper left (U.S. drivers side) 1964-1971 199/232/258ci six; 1941-1965 172.6/184/195.6ci L-head and OHV including Nash. Not sure about other Nash sixes as the 1941 172.6 L-head was a clean paper design and smaller than other 1930s Nash sixes.

Late all: Starter on lower right (U.S. passenger side) 1972-up 199/232/258ci sixes; 1966 290ci V8; 1967-up 290/304/360/390/401 eights; Jeep 4.0.

Early eight: These used a different pattern than the later models. 1955-1966 250/287/327ci V8 cars; 1965-1968 327ci V8 jeeps.

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Transmission patterns.

Early six: T-96. The T-96 actually used two different patterns. Four point engine mount transmissions (pre 63 big cars, pre 64 American) used a shorter distance between the upper and lower holes than the later three point engine mount transmissions. Three point mount type shown.  The three point engine mount placed more stress on the bell housing, lowering the transmission mount points reduced the stress.

Late all: multi-drill.

what are these?