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I like it. Should help your throw out bearing last a lot longer

Not big enough and the fork AA sends you wouldn't work well with it I think

I like that idea. I think the wedge is less than ideal as it seems to bind a bit on the pointed edge. A half round shape, maybe with a nut welded inside it so you can still use a jam nut setup would be great.

Yeah that wedge is pretty thick, probably equal to the amount I had to chop off the rod to get everything to fit..

That sucks. I'm not sure how great the wedge is to be honest, you might be just as successful with the nuts. If you really want it though you can snag it separately https://www.advanceadapters.com/products/716139--gm-release-arm-wedge/

Yeah it's been fun dealing with that. I actually ditched one of the nuts to get things to line up better. Granted, I can't adjust the position of the wedge right now but I'll cross that bridge when I come to it. I might just tap the wedge for a larger diameter all thread rod so I can just run...

This one couldn't reach behind the bearing, it would hit the raised portion of the crankshaft and not get deep enough: This one broke, bending the horizontal arm, and I had to grind the teeth on the legs down to get them small enough to fit in: Truth be told, I think I just had some...

I still have the stock bellhousing for my 93 trans if needed

Not sure how a 6.2 clutch will work with the AA bellhousing. I know @erasedhammer used a 6.5 clutch with the 6.2 flywheel and AA bellhousing.

That would probably be a better way to go about it, I measured and drilled my holes in the middle of the spacer but the new trans setup is a bit longer. Slotting the cross member holes worked though and eventually I'll get the right cross member so no spacer is needed. I also got new bolts that...

The frame rails being close are a problem too, but I'm slotting the holes in the cross member to allow it to slide back a half inch. I think the nv4500 setup is just a bit longer than the stock stuff, so I can't get the cross member and trans mounts to all align at the same time.

Fighting to get the crossmember on the frame now, going to slot the holes a bit to help with alignment.

Clutch is sorted, mostly. I had to chop down the pushrod in the kit probably half an inch or so, maybe even more. Since the clutch is hydraulic there is of course no freeplay between the face of the throw out bearing and the pressure plate fingers because the slave cylinder takes up any slack...

This pilot bearing was putting up quite the fight. Tried the grease/bread trick, no go. Tried a 2 jaw puller, no go. Ground down my cheap 3 jaw to puller to fit in there, it bent and broke. Got a 3 lb slide hammer, it just laughed. Started to cut into it but the shell is so thick I'd go bankrupt...

Fighting removing the pilot bearing... I got a new one to install bit leave out 3/16 of an inch. Just got back from harbor freight with a slide hammer since a pilot bearing puller can't reach down into the crank

Correct, 6.5 on the right. Everything you listed is all the same as far as I'm aware, they only seem to differ in weight and thickness. In the case of using am advance adapters bellhousing with a clutch setup designed for a 1 inch thick flywheel, I 5hink using the 6.2 flywheel is a key detail. I...

I don't have a 6.5 (yet) but that's the eventual plan. There is a definite difference in flywheel thickness and weight despite what people say

93 NV4500 into an M1008. I went with the bell housing, hydraulic linkage bracket, clutch, pressure plate, and slave cylinder as recommended from Advance Adapters here: https://www.advanceadapters.com/products/712577--chevy-v8--v6-engine-to-the-1993-95-gm-nv4500-5-speed-adapter-bellhousing-kit/...