Because one Porsche isn't expensive enough. Lemons. 928. SBC. Right here.
11-21-2012, 09:21 PM
#32
Drifting
Having races 8 endurance races.... Think reliability.
Keep it simple and reliable.
Put a race clutch in, replace the suspension rubber, expect penalty laps for the coil overs.
For the first few races, just keep it on the track and do anything you can to keep the engine fluids cool.
Complain about the penalty Laps but don't really care about them.
Don't be cheap because you think u need to stay in a budget if it has to do with keeping it on the track and wrenches out of your hand.
Have a blast!!!
Good luck, that car has a chance to be a blast.
Personally I'm a chump over a lemon (I've run both).
Mike
Keep it simple and reliable.
Put a race clutch in, replace the suspension rubber, expect penalty laps for the coil overs.
For the first few races, just keep it on the track and do anything you can to keep the engine fluids cool.
Complain about the penalty Laps but don't really care about them.
Don't be cheap because you think u need to stay in a budget if it has to do with keeping it on the track and wrenches out of your hand.
Have a blast!!!
Good luck, that car has a chance to be a blast.
Personally I'm a chump over a lemon (I've run both).
Mike
11-22-2012, 02:57 PM
#33
Drifting
WOW! GREAT POST!! Nothing like redneck engineering is there?? Up here in the 'Cold Blue North' we call that "ni***r-rigged"- same thing, I guess. Now I see I have no reason to b!tch about my 83euroS even though I got it titled on Friday the 13th!!! Looks like it'll be a REAL MONSTER when you get it all sorted out, so do it to it. "Hold your ears, hold your @ss and hold on!!!" My hat off to ya, guy!
All 928s are coil over front and rear PLUS double a-arm fronts, no stinking struts !!
11-27-2012, 05:40 PM
#35
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11-27-2012, 05:56 PM
#36
What bellhousing is being used?
The 2nd line is a remote bleed line for internal TOB's
If a 153T chevy flywheel is used, the pressure plate fingers are more than likely shorter and the factory clutch MC will not disengage it no matter how hard you kick the pedal.
The 2nd line is a remote bleed line for internal TOB's
If a 153T chevy flywheel is used, the pressure plate fingers are more than likely shorter and the factory clutch MC will not disengage it no matter how hard you kick the pedal.
12-05-2012, 03:24 AM
#38
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What the hell? A month without updates?
Yeah.
So, as we return to our regularly scheduled program... clutch didn't work.
Tested the master cylinder. It pumps fluid. Good. However, this means that damn internal slave is bad. This is even worse than it sounds. Due to the way everything is built, this means either the transaxle has to move backward or the motor has to move forward so that we can get the bellhousing off.
Since we're going to be rebuilding the axles anyway, we figured we might as well move the transaxle back. I'm still not convinced this was the right move, but it seemed easier. Either way, it's still hard. The upside is that a lot of the things that would normally get in the way, like the exhaust, simply aren't there.
Got the bellhousing off and found the non-functioning slave. Here it is.
That's a 84-88 Corvette bell housing. Ordinarily, it has an external slave cylinder and a clutch fork. This is something completely unexpected. Of course, when dealing with Frankencars, expect the unexpected. You can see a patch where some previous jackass cut a hole in the bell housing and then welded it back up. No idea why. You can't see the adapter plate that separates "all GM" from "all Porsche". I'll have to remember to get a picture of that. The newer looking line is the one that has a Porsche fitting on the end and appears to be custom. The other just looks old.
...now that I'm thinking about it, I'll bet this was the slave that was in the transmission that came with the engine from the auction. I'll be damned if I can remember anything about it.
Which would help, because we can't identify this damn thing. No one else seems to be able to either.
We pried it out to inspect it further. Absolutely no part numbers or identifying markings. I will say that it is very liberating to know that it doesn't matter if you absolutely destroy something by applying too much force.
That's the back of it.
That's the size of it.
Crappy photo of the front of it.
We thought maybe there was more to it, so we tried further disassembly. There was a threaded ring on the back, which unscrewed, revealing some trashed threads deep inside the slave. There was also some kind of bearing on the front. It's a flat plate that spins. We pried that off too, what the hell. No revelations. We tried unscrewing the allen bolts on the back, but it didn't allow us to disassemble further without risking serious destruction. I'd like to take it by Napa tomorrow and see if they can ID it from some picture book I've heard they have.
Otherwise, we're stumped. Until we figure out what kind of slave we have or how to convert the thing back to 88 Corvette functionality, we're dead in the water. We kind of want to reconvert back, there's a hole in the housing specifically to take the fork, but we can't figure out what parts we need or how the slave mounts on the outside.
Yeah.
So, as we return to our regularly scheduled program... clutch didn't work.
Tested the master cylinder. It pumps fluid. Good. However, this means that damn internal slave is bad. This is even worse than it sounds. Due to the way everything is built, this means either the transaxle has to move backward or the motor has to move forward so that we can get the bellhousing off.
Since we're going to be rebuilding the axles anyway, we figured we might as well move the transaxle back. I'm still not convinced this was the right move, but it seemed easier. Either way, it's still hard. The upside is that a lot of the things that would normally get in the way, like the exhaust, simply aren't there.
Got the bellhousing off and found the non-functioning slave. Here it is.
That's a 84-88 Corvette bell housing. Ordinarily, it has an external slave cylinder and a clutch fork. This is something completely unexpected. Of course, when dealing with Frankencars, expect the unexpected. You can see a patch where some previous jackass cut a hole in the bell housing and then welded it back up. No idea why. You can't see the adapter plate that separates "all GM" from "all Porsche". I'll have to remember to get a picture of that. The newer looking line is the one that has a Porsche fitting on the end and appears to be custom. The other just looks old.
...now that I'm thinking about it, I'll bet this was the slave that was in the transmission that came with the engine from the auction. I'll be damned if I can remember anything about it.
Which would help, because we can't identify this damn thing. No one else seems to be able to either.
We pried it out to inspect it further. Absolutely no part numbers or identifying markings. I will say that it is very liberating to know that it doesn't matter if you absolutely destroy something by applying too much force.
That's the back of it.
That's the size of it.
Crappy photo of the front of it.
We thought maybe there was more to it, so we tried further disassembly. There was a threaded ring on the back, which unscrewed, revealing some trashed threads deep inside the slave. There was also some kind of bearing on the front. It's a flat plate that spins. We pried that off too, what the hell. No revelations. We tried unscrewing the allen bolts on the back, but it didn't allow us to disassemble further without risking serious destruction. I'd like to take it by Napa tomorrow and see if they can ID it from some picture book I've heard they have.
Otherwise, we're stumped. Until we figure out what kind of slave we have or how to convert the thing back to 88 Corvette functionality, we're dead in the water. We kind of want to reconvert back, there's a hole in the housing specifically to take the fork, but we can't figure out what parts we need or how the slave mounts on the outside.
01-09-2013, 04:18 PM
#39
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Small update, just to keep this from falling into archives.
Been working feverishly trying to solve the clutch problem. I've done a rebuild on the damn hydraulic clutch release bearing three times now. Let me explain.
I started looking for a shop to rebuild it. That lead me to two shops in town. At the first, they could order the o-rings, but couldn't/wouldn't rebuild it for me. They ordered the o-rings, I rebuilt it, then figured out that the rings they sold me were for regular hydraulic fluid (because they're a hydraulic shop) and brake fluid like a clutch uses completely destroys them. $20 wasted and I ordered new o-rings. Rebuilt the damn thing again. Still didn't work. Hauled the thing down to the other hydraulic shop in town, where they told me they wouldn't touch it because it used brake fluid. Wonderful. Found yet another shop on the other end of town that said, "sure, we can rebuild that."
Brought it down to the screwheads running that place. Dropped it off, explained it. Told they would have it done by next Thursday. Finally call on that Thursday to find out they've not even bothered looking at it, it's just been sitting on the shelf.
They finally get around to it days later, only to tell me, "yeah, we can't do anything with it because it uses brake fluid. We're not going to ruin our equipment testing it."
After losing two weeks on that, pick it up, rebuild it again. It's pretty simple how it should work and the o-rings are right and sealing, but the piston won't move. ************.
So, I decided to do things right. Right means a C4 Corvette bellhousing, clutch fork, pivot ball, push rod, throwout bearing, and slave cylinder. I'm on a budget, but this **** is getting ridiculous. Called a few places, got some ridiculous "Corvette tax" pricing. However, yesterday on copartfinder, I found the place in Texas where C3 and C4 Corvettes go to die.
Yes, I took that photo with a potato.
At any rate, asked them for the complete bellhousing assembly including slave cylinder and I didn't care if they sold it to me in pieces or complete. They told me they had too many of them just lying around if I came and picked it up they'd give me the whole thing for $100. So I did that. Compared it last night and it seems that the bellhousing only differs in the most superficial of ways, mainly where the clutch fork hole and pivot ball are and some mounting holes for the slave cylinder. Same size, bolt pattern, everything. I was really worried about some of the parts transferring over but it appears the guide tube is just right for the throwout bearing and it should all go together fine. Let's just hope the slave cylinder they sold me is still good.
Been working feverishly trying to solve the clutch problem. I've done a rebuild on the damn hydraulic clutch release bearing three times now. Let me explain.
I started looking for a shop to rebuild it. That lead me to two shops in town. At the first, they could order the o-rings, but couldn't/wouldn't rebuild it for me. They ordered the o-rings, I rebuilt it, then figured out that the rings they sold me were for regular hydraulic fluid (because they're a hydraulic shop) and brake fluid like a clutch uses completely destroys them. $20 wasted and I ordered new o-rings. Rebuilt the damn thing again. Still didn't work. Hauled the thing down to the other hydraulic shop in town, where they told me they wouldn't touch it because it used brake fluid. Wonderful. Found yet another shop on the other end of town that said, "sure, we can rebuild that."
Brought it down to the screwheads running that place. Dropped it off, explained it. Told they would have it done by next Thursday. Finally call on that Thursday to find out they've not even bothered looking at it, it's just been sitting on the shelf.
They finally get around to it days later, only to tell me, "yeah, we can't do anything with it because it uses brake fluid. We're not going to ruin our equipment testing it." After losing two weeks on that, pick it up, rebuild it again. It's pretty simple how it should work and the o-rings are right and sealing, but the piston won't move. ************.
So, I decided to do things right. Right means a C4 Corvette bellhousing, clutch fork, pivot ball, push rod, throwout bearing, and slave cylinder. I'm on a budget, but this **** is getting ridiculous. Called a few places, got some ridiculous "Corvette tax" pricing. However, yesterday on copartfinder, I found the place in Texas where C3 and C4 Corvettes go to die.
Yes, I took that photo with a potato.
At any rate, asked them for the complete bellhousing assembly including slave cylinder and I didn't care if they sold it to me in pieces or complete. They told me they had too many of them just lying around if I came and picked it up they'd give me the whole thing for $100. So I did that. Compared it last night and it seems that the bellhousing only differs in the most superficial of ways, mainly where the clutch fork hole and pivot ball are and some mounting holes for the slave cylinder. Same size, bolt pattern, everything. I was really worried about some of the parts transferring over but it appears the guide tube is just right for the throwout bearing and it should all go together fine. Let's just hope the slave cylinder they sold me is still good.
01-30-2014, 10:37 AM
#42
Just found this thread by accident. You are a brave or sick man. It's like a gruesome car accident that you can't not ogle. What's happened since? This sounds like it would have been a good TV show.
