VETTE TRANNY INSTALLED-SOME TESTING RESULTS AT POST 157
05-21-2011, 02:13 AM
#181
Archive Gatekeeper
Rennlist Member
Rennlist Member
Ryan-
No specific plans right now, but ~$20/lb for unobtanium seemed like a pretty good deal.
No specific plans right now, but ~$20/lb for unobtanium seemed like a pretty good deal.
05-23-2011, 01:42 AM
#183
Race Director
The G28.55 PSD tranny and TT have been sold to Rob Edwards in SoCal. We need to find someone to transport it down to Anaheim from NorCal. I plan to take it from Carson City to Infineon on June 11-12 and hopefully someone can pick it up there and hold it for future delivery or deliver it themselves to Rob. With any luck, there will be a SoCal racer at the track with room in or on their trailer.
05-23-2011, 07:14 AM
#184
Three Wheelin'
05-23-2011, 12:45 PM
#185
Archive Gatekeeper
Rennlist Member
Rennlist Member
his is very do-able.....since Mark Anderson comes up to Laguna and Infineon quite often....I could hold it for him until then......as long as he doesn't mind drool all over his trans....
Brian, that would be outstanding if I can't find a more direct hand-off for Larry, though Stockton to Infineon looks like a 2 hour-ish hike. Hopefully I can find an easier solution.
05-23-2011, 12:53 PM
#186
Rennlist Member
Thanks for the kind words regarding the conversion. Sorry to take so long getting back to it, but been busy figuring out what to do next.
A few answers to questions posted:
CONTROL ARMS AND CAMBER: After looking at tire wear and temps with 2 neg, decided to build upper control arms that would allow for more. The inside fronts weren’t wearing nearly enough. At 3.25 neg, still not getting enough inside wear, but will probably stay at 3.25-3.5, for now. Also, we’ll be lowering front pressures in order to get more tire roll to outside. Rears are 1 neg. Using shaved RA1s. Front 1,000lb shocks have wheel rate about 600 lbs. Penske’s set fairly light on bump and rebound. Upper control arms are solid mounted (rod ends) and the lowers are bushed with Delrin. Also, repositioned lower shock mount location and plan to move it outward, now that we know how much clearance we have.
TIMES: We set out to run 2:04-2:05, which was fast enough to test the suspension and slow enough that I could concentrate on what was happening to the car. Fastest bypass lap was 2:01.7 in the last session Sat and 2:03.5 over the top (w/ 2 wheels off) on Friday.
NEXT: We will be converting my car to a lighter clutch, a stronger transmission/diff/axle set up and bigger brakes in about 6 weeks, once the parts arrive. In the meantime, we will be having axles made to join the c5 diff to stock 928 uprights/hubs. Hopefully, the first kit developed will allow the use of the c5/c6 transaxle without modification to the chassis (other than welding mounting brackets). We also have to figure out exhaust routing conflicts that may or may not exist with the various combinations of 928 and diffs that might be possible. It would help if all of you would be in favor of straight pipe headers out the hood.
A few answers to questions posted:
CONTROL ARMS AND CAMBER: After looking at tire wear and temps with 2 neg, decided to build upper control arms that would allow for more. The inside fronts weren’t wearing nearly enough. At 3.25 neg, still not getting enough inside wear, but will probably stay at 3.25-3.5, for now. Also, we’ll be lowering front pressures in order to get more tire roll to outside. Rears are 1 neg. Using shaved RA1s. Front 1,000lb shocks have wheel rate about 600 lbs. Penske’s set fairly light on bump and rebound. Upper control arms are solid mounted (rod ends) and the lowers are bushed with Delrin. Also, repositioned lower shock mount location and plan to move it outward, now that we know how much clearance we have.
TIMES: We set out to run 2:04-2:05, which was fast enough to test the suspension and slow enough that I could concentrate on what was happening to the car. Fastest bypass lap was 2:01.7 in the last session Sat and 2:03.5 over the top (w/ 2 wheels off) on Friday.
NEXT: We will be converting my car to a lighter clutch, a stronger transmission/diff/axle set up and bigger brakes in about 6 weeks, once the parts arrive. In the meantime, we will be having axles made to join the c5 diff to stock 928 uprights/hubs. Hopefully, the first kit developed will allow the use of the c5/c6 transaxle without modification to the chassis (other than welding mounting brackets). We also have to figure out exhaust routing conflicts that may or may not exist with the various combinations of 928 and diffs that might be possible. It would help if all of you would be in favor of straight pipe headers out the hood.
you mention a "stronger trans and lighter clutch". stronger than the trimec you have in there now? or is that an old post answer before you did the C5 swap?
05-23-2011, 07:44 PM
#187
Rennlist Member
Thread Starter
Hi Mark-
The objective in fitting the c5 tranny and diff was to determine the feasibility of using a sequential transmission in my 928. The by-product might be the ability to make and market a Tremic kit and some front control arms and lower bushings to go along with the wide body parts we make. We are now done with the feasibility part and an EMCO CV46 is on order and about 4 weeks out. I will also be replacing the McLeod clutch setup with a Tilton 5.5" triple metallic disc clutch package, along with a new aluminum propshaft, a Quaife c6z06 diff and Porsche style CV axles and stronger rear hubs. Also looking at 14" rotors for the front and will soon have the S4/GTS rear calipers back on the rear. Won't have ABS, either. First priority is to make sure the car can stop. Second priority is to not break.
Running the RA1s with 30/32 cold produced very little inside wear and very little roll to the outside wear markers. So, our initial conclusion was that 3.5 neg wasn't too much with these tires and these pressures. We also saw close to 30 degrees less temp on the inside. We were looking for no more than 15-20 degrees. If we lower pressures and/or get faster, all that could change. Going to R6s or slicks will also create new issues. Keep in mind that we haven't even started on shock and spring adjustments. It's probably going to be a full year before we feel like we have the car dialed in.
If MA got too much inside tire wear, then he is getting the same wear that teams get when they don't pay for their tires. You run faster, but spend more. And, I'm with you when it comes to maximizing wear. I don't need the extra 10ths. I need to have fun and manage costs. Times matter up to a point. We agree that with a little weight taken out, the car should be able to do a 1:50 bypass. Heck, the 2:01 was done with bad brakes, a questionable line, 20+ gal fuel, backing out of throttle to be safe on the three hi-speed corners and a marginal suspension set-up. The truth is, I don't know if I really want to develop the car to do a 1:50. Don't know if I want to be behind the wheel doing a 1:50. Too old, reflexes just aren't that refined, and the pay isn't that great.
Hope to see you at the track one of these days.
Larry
The objective in fitting the c5 tranny and diff was to determine the feasibility of using a sequential transmission in my 928. The by-product might be the ability to make and market a Tremic kit and some front control arms and lower bushings to go along with the wide body parts we make. We are now done with the feasibility part and an EMCO CV46 is on order and about 4 weeks out. I will also be replacing the McLeod clutch setup with a Tilton 5.5" triple metallic disc clutch package, along with a new aluminum propshaft, a Quaife c6z06 diff and Porsche style CV axles and stronger rear hubs. Also looking at 14" rotors for the front and will soon have the S4/GTS rear calipers back on the rear. Won't have ABS, either. First priority is to make sure the car can stop. Second priority is to not break.
Running the RA1s with 30/32 cold produced very little inside wear and very little roll to the outside wear markers. So, our initial conclusion was that 3.5 neg wasn't too much with these tires and these pressures. We also saw close to 30 degrees less temp on the inside. We were looking for no more than 15-20 degrees. If we lower pressures and/or get faster, all that could change. Going to R6s or slicks will also create new issues. Keep in mind that we haven't even started on shock and spring adjustments. It's probably going to be a full year before we feel like we have the car dialed in.
If MA got too much inside tire wear, then he is getting the same wear that teams get when they don't pay for their tires. You run faster, but spend more. And, I'm with you when it comes to maximizing wear. I don't need the extra 10ths. I need to have fun and manage costs. Times matter up to a point. We agree that with a little weight taken out, the car should be able to do a 1:50 bypass. Heck, the 2:01 was done with bad brakes, a questionable line, 20+ gal fuel, backing out of throttle to be safe on the three hi-speed corners and a marginal suspension set-up. The truth is, I don't know if I really want to develop the car to do a 1:50. Don't know if I want to be behind the wheel doing a 1:50. Too old, reflexes just aren't that refined, and the pay isn't that great.
Hope to see you at the track one of these days.
Larry
05-23-2011, 08:06 PM
#188
Under the Lift
Lifetime Rennlist
Member
Lifetime Rennlist
Member
Larry: You seem to be having a lot of fun. I'd like to meet you and see the car sometime. Keep us posted on your track schedule if you are coming to Nor Cal tracks.
05-24-2011, 01:29 AM
#189
Rennlist Member
Thread Starter
Right now it looks like the next event is NASA Infineon June 11-12. I may try to get to the NCRC THill event on June 6. But really don't like to tow that far for only one day. Should have some rear brakes and hopefully a better suspension set-up. Trouble is I don't know if my guys will be with me to help out and I don't like to get my pretty race suit all greasy and dirty. Especially hate working on cars at the track if it's a hot weekend. Guess I'm just not a real racer. Maybe MK can come and help adjust the set-up as we learn more about the car. Kind of like an arrive and drive program. Sweet!
05-24-2011, 01:38 AM
#190
Race Director
Not at all....more like 1:15 for me.... Its the closest track from my hometown.... Thunderhill works fine too... If we can talk Larry into making the NCRC trackday this Saturday the 28th at Thunderhill would be ideal...since I will be there racing and plan on arriving on Friday to work on the car....
June is pretty open for me...I don't have any trackdays scheduled...so I can meet Larry at Infineon no problem......then its just a matter of hooking up with Anderson....
I do have a road trip planned in August through Socal too
