Something is binding up and I'll need to separate the transmission from the engine to see what's up.
I read the thread you referenced, and a few of the others; from what they're saying it could be the input shaft binding up.
Dude said he dropped the DS, and pulled the tranny back on the mount, and it freed up.
I wonder if it shifted on the dowels while it was running before.
Didn't you have some issues with that clutch, going in? They mentioned the shoulder bolts, and that sounded familiar.
I can't seem to find your thread...
Ah crap; you'll find it.
I just hate that it's giving you this much crap after you've came so far.
Like you said tho, it gives you an opportunity to mess with the collectors.
I want to see this baby run; but not as much as you do, I bet.
Don't let it discourage you!
OK, afer reading that thread, and Reading your thread again, you and S4Gunn discussed the clutch bolts a bit.
Is it possible that this is the problem?
Things have been moving along slowly. Like so many things, I've had to wait for stuff to get lined up. The latest is that when I did the manual swap I was very paranoid that I didn't have the correct bolts for the pressure plate. The standard 5/16" bolts that ARP and FRPP lists for this combination didn't work in the cast iron flywheel and, even though the Fidanza flywheel had holes that the bolts fit, the holes in the Spec pressure plate didn't line up to those holes. The end result is that I bought a set of ARP bolts that were listed to fit a Pontiac pressure plate that are 3/8" x 1" and are shouldered like is specified. The worked perfectly. The blue Loctite is on all of the fasteners and the flywheel, clutch and pressure plate are all installed. The next step is to install the transmission and work from there. Now for finding more spare time.
I've added a couple of pictures for fun.
I found a similar issue when I went from a SC flywheel to a F150 M5R2 flywheel.
Every time I find something unique like this, I document it so I have a spreadsheet that shows exactly what bolts I need for a specific application and the torque spec.
My notes showed that I needed 7/16-20 x 1" for the PP to Flywheel bolts
F150 5.0 M5R2 Flywheel: 7/16-20 x 1" (Mr Gasket set #4698)
NOTE: Some flywheels use a 3/8-16 x 1"
35ft-LBs or 420in-lbs
Also, you're using the stock SC Master, I think; how does it relate to the one discussed in the previously linked thread? Is there enough volume to activate the internal slave, vs the external slave the SC has?
I'm not knowledgeable enough to say here, but this is something that was not totally "Issue Free" in your previous thread, and S4Gunn used a different flywheel, it seems to me.
In some of the threads I read, bolt shoulder size was one thing not letting go, and the other threads were the Master too small, and not letting go.
I'm just looking for stuff we might have missed; TheF150 guy said he needed a different master, but another thread didn't, so IDK.
The tranny sticking was mentioned from the beginning, so it's not something that suddenly happened, as I think I thought.
The Very last thing I can think of: Is this the same tranny from the wrecked car? Could it have gotten pounded to where it won't work, and is bent and or dragging?
If you pull it loose, you should be able to hit neutral, and turn it and see.
I'm sure you've been all thru this, but this is all I see remaining as an unknown.
Just trying to help!