O.K., the first question to be answered: "Is" or "is not" this the flywheel, currently bolted to the back of the engine, "THE" flywheel that was attached to said engine prior to your initial disassembly, with the sole servicing of cleaning, surfacing and a new ring gear installed? And are you sure?
Next: Is the bellhousing currently attached to the back of the engine the one that resided there prior to your initial disassembly? And again, are you sure?
Assuming that this vehicle was, as far as the starter cranking the engine over, operating properly before, I'm suspecting that you have the mismatch installation of the 157 tooth flywheel crammed into the 164 tooth application bellhousing? If your car had a 164 tooth flywheel prior (this is an example of why one should always retain all of the old parts, for reference, at least until the entire repair, restoration, modification, etc. is concluded) but now has a 157 tooth wheel, then this is the problem!
And if so, no brand of starter motor is going to work, none!
Now, this is what one would label as a "wild-ass-guess" (highly techno. terminology
), as I'm not there making the observations, but I think I would rule this possibility out, before proceeding in any other venture.
Perhaps one could acquire the engineering/casting numbers from flywheel and the bell housing in order to aid in its' identification? In the case of the flywheel, look for numbers stamped into the outer inertial ring band facing forward (toward engine block) and exposed to observation thru the starter opening upon rotation of the engine. Of the bellhousing, this may require removal of the transmission, as these numbers if not observed elsewhere, may be present on this rear facing surface currently shrouded by the transmission, but we,re trying to avoid the removal of the engine here.
Scott.