Mongo

Genius!

I must have missed it but rear end ratio on the differential will you be using with the T-56 manual?

Carl Fausett

I found this on-line:

All factory C5's with the manual transmission came with the 3.42 axle ratio, there was no other option available. But the A4 equipped models had two choices of axle ratios. The standard equipment was the 2.73. An optional "performance ratio" G92 was available as an option; this being a 3.15 ratio.

Here is where I found that info:
http://www.tim-yvonne.com/mikemercury/ratio.htm

Mine is a 3.42 FDR

Carl Fausett

Just a progress note: the torque tube is at the welder getting the finished welds on it, and we have some new (improved) driveshaft couplers supposed to be here tomorrow. Then we can put up the exhaust and take it for a drive!

Here's a pic showing the stock Corvette shifter in its final location in the 928 center console.

z driver 88t

Can't get much more factory looking than that. Nice work Carl.

z driver 88t

Carl, I just thought about this. Any issues with the exhaust interfering with the fatter Corvette torque tube?

Carl Fausett

That question has already been discussed in this thread. Page 12 and 13.

So far, it looks good but I am a little worried about the one crossover behind the differential made by the aftermarket performance exhaust by Motorsport. The stock exhaust will be no problem.

Hope to be putting the exhaust up in the next week or so, then we will have our final answer.

Carl Fausett

Some new pics of the near-finished kit.

Here is the finished torque-tube (Chevy on one end and Porsche on the other); the driveshaft complete with bearing, upgraded couplers and splined Porsche stub shaft; the custom shifter linkage, and the 3-piece rear cross-member. The black section in the center is made from Chrome-moly steel and we have both solid and polyurethane trans mounts for it. Note also the shifter box located on the torque tube in the correct 928 position. You can use the stock or any after-market 'vette shifter.

Not shown: the two custom half-axles and the hardware.

DKWalser

Very cool. A couple of questions:

Any ballpark ideas on what the kit will cost (with and without installation)?

Any thoughts on whether it would be possible to convert a Rogerbox 928 to manual using this kit? If so, what to do you think that would involve and cost?

Carl Fausett

I think it will be coming to market at $5300. The 928 owner is responsible for acquiring his own C5 ZO6 transaxle, TT, driveshaft, shifter linkage and shift box. My customers and I are locating good used ones for between $1500 and $2000.

The transaxle doesn't need to come here. But the TT, driveshaft, shifter box and linkage do so we can modify them for you.

So: My price is $5300. Full price to the consumer (if he pays $1800 for the used parts) is $7100.

We will install it for $1400, or you can install it locally.

I have no experience or knowledge of a "Rogerbox 928" so can't comment or guess on what that conversion would be.

hacker-pschorr

It's what some refer to automatic 928's as.

To answer the question, you need to install a master cylinder to the firewall. The automatics do not have a provision for this. The best way to do this conversion is taking out the engine, and welding in a master cylinder portion from the firewall of a donor 5-speed car.

Another option is to use an aftermarket pedal assembly with it's own master cylinder and fluid reservoir. Colon (aka Lizard) did this to his car.

James Bailey

You can also pop rivet and epoxy the required sheet metal master cylinder mount to the firewall.....not as correct but functional...

Carl Fausett

On this page: http://www.928motorsports.com/parts/...pgrade_kit.php

I mention using our kit to facilitate the auto-to-manual conversion this way: See post #166 on page 12 of this thread for a picture and description of what parts you need.

Carl Fausett

What the driveshaft looks like without the torque tube. Here you see the end of the Corvette driveshaft, the isolation coupler, then the 928MS splined input adapter with the heavy-duty driveshaft bearing mounted, then the stock sliding coupler and stub shaft entering in to the stock pilot bearing.

Carl Fausett

6-speed kit update: Just proofing the final pieces (I didn't like the parking brake design I had so I am making another, better one) then I can continue with the scale-up from these prototype pieces to a production quantity of each part. I have enough rear cross-members to make 4 kits right now.

Work on this kit is interrupted right now by Speed Week at Bonneville. I will be back at it on Friday the 15th.

Dinsdale Piranha

[QUOTE=Carl Fausett;11556098]6-speed kit update: Just proofing the final pieces (I didn't like the parking brake design I had so I am making another, better one) then I can continue with the scale-up from these prototype pieces to a production quantity of each part. I have enough rear cross-members to make 4 kits right now.

Work on this kit is interrupted right now by Speed Week at Bonneville. I will be back at it on Friday the 15th.[/QUOTE Carl, your transaxle kit is amazing. What trans will you be running at Bonneville? Good luck! Drive fast, take chances. Dinsdale Piranha