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1964 Chevy El Camino Engine Swap - How To Swap A Gen III Into A '64-'72 A-Body



To get the driveshaft built, you will need to know the distance from the rear face of the engine block (or the face of the bellhousing if it's a stick) to the centerline of the front U-joint. The El Camino is on the lift for the photo. For the measurement, the weight of the car needs to be on the wheels.
To get the driveshaft built, you will need to know the distance from the rear face of the engine block (or the face of the bellhousing if it's a stick) to the centerline of the front U-joint. The El Camino is on the lift for the photo. For the measurement, the weight of the car needs to be on the wheels.		The second measurement is from the centerline of the front U-joint to the centerline of the rear U-joint.
The second measurement is from the centerline of the front U-joint to the centerline of the rear U-joint.		The last measurement is for the type of U-joint you will be using. Measure the bearing cap and the overall width of the U-joint to determine the one you will need. Our factory 10-bolt uses a 1310.
The last measurement is for the type of U-joint you will be using. Measure the bearing cap and the overall width of the U-joint to determine the one you will need. Our factory 10-bolt uses a 1310.
The 4L60E is slightly too large for the transmission tunnel on the '64-'67 A-body. Keisler includes a template to clearance the stock floor for the new transmission. Hit the template on the spot marked with an X. Only about 1/2 to 3/4 inch of clearance was needed around the bolt-hole bosses.
The 4L60E is slightly too large for the transmission tunnel on the '64-'67 A-body. Keisler includes a template to clearance the stock floor for the new transmission. Hit the template on the spot marked with an X. Only about 1/2 to 3/4 inch of clearance was needed around the bolt-hole bosses.		This is the stock crossmember for the Powerglide. To make it work on the 4L60E, we cut about 2 inches off the transmission-mount perch.
This is the stock crossmember for the Powerglide. To make it work on the 4L60E, we cut about 2 inches off the transmission-mount perch.		We used a new perch from Keisler and welded it to the crossmember after test-fitting it with the transmission bolted to the engine on a tranny jack.
We used a new perch from Keisler and welded it to the crossmember after test-fitting it with the transmission bolted to the engine on a tranny jack.
This was the only thing we had to fabricate (if you want to call it that). We used a home-garage-friendly Miller 140 Auto Set welder that automatically sets the speed and amperage based on the thickness of the metal. Or you can take it out to a muffler shop.
This was the only thing we had to fabricate (if you want to call it that). We used a home-garage-friendly Miller 140 Auto Set welder that automatically sets the speed and amperage based on the thickness of the metal. Or you can take it out to a muffler shop.		Because we moved the crossmember toward the rear of the car, the original perch is not long enough. Keisler included a bracket that essentially connects the crossmember to the original perch in its new position. We are likely going to weld the new bracket into place on the frame.
Because we moved the crossmember toward the rear of the car, the original perch is not long enough. Keisler included a bracket that essentially connects the crossmember to the original perch in its new position. We are likely going to weld the new bracket into place on the frame.		Using the correct measurements and new crossmember location, the driveshaft slid into place.
Using the correct measurements and new crossmember location, the driveshaft slid into place.
The driveshaft worked with the stock 10-bolt. We are going to buy new straps and bolts before we hit the road.
The driveshaft worked with the stock 10-bolt. We are going to buy new straps and bolts before we hit the road.
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