I yanked out the 194 Saturday with the help of a buddy. I noticed the flywheel is heavier than the one on the 250 that's going in. Any ideas why?

The little 194 made less tq and the larger flywheel helped crutch the lag of tq off the line.
Or your 250 has the wrong flywheel.

It's a 10" flywheel on the 250. Is that what it should have?

The DIA. of the flywheels are the SAME and most STD on the 194
had a off-set as far as the clutch goes. Un-like a flat surface
like most any other Std. flywheel. And as far as the AT flex plate they to seem to be the same. I'd have to go dig to see if I still have a old flex plate/flywheel to put up next to a 250.

Hey, Martin, good to see that you're still in Inliners and still on the BB. I'm back, and my Nova has a 250 in it now too. Plus a few other goodies.
Cheers,
Zeke

Good to see you around too, Zeke. I pop in once in awhile.
I was hoping to get the swap done this past weekend but no one I talked to carries a 14 spline 10" clutch. Looks like I'll have to have one made.

Zeke did you swap to the bigger flywheel and use the truck style bell housing? The bell housing for my car won't fit the 10" flywheel.

The other issues I see are potentially clearance and a roughly 9:00 clutch fork position on the truck models.

I'm not sure what bellhousing was used. The guy who put the motor in my Nova said that he had to move the motor 1/4" and modify the motor mounts to get everything to fit, and he didn't tell me what bellhousing that he used. On the other hand, I put a CPP Mini Subframe kit in the Nova, and did that myself. Besides the Subframe kit, I had rack & pinion steering installed, as well as headers and air conditioning, and things got a bit crowded under the hood. There's an aftermarket flywheel, but I don't know what size or brand. I had the work done at Kenny's Rod Shop in Boise, and Kenny's not the best at passing on details. He just sends you a bill for work done, but never includes exact details, such as brand, size, model number, etc., etc. I still have to go over to his shop and pick up the original 194 that was in my Nova, so I'll ask him a few questions while I'm there.

Zeke, can you tell me what position your clutch fork is in? I'm starting to think that the Chevy II/Nova bell housing is unique to '62-'67 bodies.

Martin, the two bellhousings that I have in the shop that are off of cars are probably both from when I had a Chevelle six cylinder, which was my first hopped up Chevy six. At any rate, the clutch fork openings in the bellhousings are both at 3 or 9 o'clock, depending on which way you're facing. It's raining today, and the Nova is parked in the driveway, so getting under it would be a little damp. As near as I could tell from looking at the motor and trans from the engine comparment, the clutch fork doesn't seem to be at 3 or 9 o'clock, but I'll check for sure when it dries up some and I can crawl under the car.

I think you're right about the Nova bellhousing being unique on the early Novas.

I did a little reading last night and found that there are two bell housings that came on first gen Chevy II/Novas. The first series '62-3 has a smaller opening at the input shaft. This is fine with the 3 speeds. The second one starting in '64 used a larger opening to accommodate the Muncie tranny. This second bell housing was used for both 6s and V8s and is the one I need if I don't have it already.

Update. I did have the correct bell housing to start with. I had the wrong flywheel. It's an 11" meant for the truck the engine came out of.

Anyway, I was able to locate the correct flywheel for my car. The engine is in and running. I'll post pics when I can. Thank you all for your help and guidance.