Mongo

I know the plug tells the LH to increase the idle for MT cars, but does it have another purpose, relaying the information to the EZK whether or not the car is auto?

John Speake

I will check tommorrow.

Carl Fausett

In 2010, we developed an all-aluminum torque tube for our racer friends...
some pictures here.

We've been "here" before (developing new parts in the driveshaft/torque tube area) and it looks like some of our previous work and what we learned from it will help us with this project.

The Fixer

That TT is beautiful, never seen a close up.

looks super strong.

Great looking 6 speed too.

Carl Fausett

A comment about the torque tube adapter that XSCHOP posted in spot 51 of this thread.
That torque tube to bell housing adapter design is OK - no criticism - but it will not work for us, and ours will not look like that.

Have a look at the picture below, and you will see why. Note how close the exhaust can be to the 928 bellhousing especially when headers are involved.
There simply isn't room with headers and performance-sized exhaust pipes for an adapter of that diameter.

Instead, we are leveraging our development of the all-aluminum torque tube and will be making a Porsche flange only, cutting off the end of the Chevy TT, and welding the 928 bolt flange on. Then we have as much room as possible for headers and performance exhausts.

Like I said before - we probably will have different solutions to the same problems than others have had when doing this swap. This is just the first example.

Mike LaBranche

Geez, we've come a long way with these beasts. So many individuals and vendors pushing the envelope on our favorite GT. Kudos to all of you.

xschop

I'm already on a 3rd custom Bellhousing/TT design using that exact same dimension. On my LS swap to 928 5-speed it clears the dual exhaust by a long shot. No offense, I could care less what you come up with. Custom parts are just that.....Custom.... and no-one has a patent, not even Hackstetter....The C5 adapter is not that much larger than the 928 BH /TT interface area.

Carl Fausett

I was responding to your statement (in post 51) .
To which I respond "No, it wont". And I am trying to explain the reason why.

I agree with you, custom is custom. But "custom" isn't "kit", either. Making a shipable, bolt-in kit is harder. Instead of designing a solution for the car/customer on the hoist at the moment, I have to try to design a solution that will fit many cars.

In this case, I assume some of these 6-speeds are going to go to performance enthusiasts and racers - some of which will have headers installed. And thats the reason for the design I have chosen.

Mongo

Durability is key here. As long as these adapters won't crack under daily or track usage, for the life of the car, that is all that matters to me.

Carl Fausett

I was able to source these 'vette axle flanges from another manufacturer. They adapt the C5-Vette transaxle to the Porsche 928 CV joint.

We will still have to customize the lengths of the 928 half axles, but I will be able to maintain the 928 axle, CV joints, and outer spindles as was my plan.

The manufacturer rates these flanges for 1000 HP, that is why they have a larger center section and require a different seal. They also have available a 600 HP flange that fits into the standard C5 seal.

The workmanship is excellent - they are very nice pieces. So impressed that we became a dealer for them (because I'm going to need more of therm )

I'm still working on our C5-to-928 rear cross-member mount, and our TT to 928 bell housing adapter is at the machinist.

U-928

What's the blue goop on the inside part of the installed flange? How is that area sealed?

Carl Fausett

The blue goop is the sealant.
When manufacturing the splines and the snap-collar recess, they had to have access to both ends of the part. When finished, they capped the part and use this epoxy as an extra layer of insurance over the top of the cap.

It keeps the Hypoid from leaking out of the diff through the flange.

I didn't question it. Its been working OK for the Corvette guys, no reason it wont work just as well on the same transmission for us.

Carl Fausett

The billet short shifter for our kit has arrived.

I selected the MGW short shifter because of high praise it has been receiving on the forums, and their design is a true short-shifter with improved geometry in the box (as opposed to some short shifters that really are just shorter and that's all).

This will be optional with our kit, you can use the stock shifter and save about $250 if you like. Given the complaints I have seen about uncertain gear selections and too much isolation in the stock Corvette shifter (sorta like a 928!) I figured I better address this while I am at it.

Carl Fausett

Another internal upgrade: the Corvette guys rip up the rubber driveshaft donuts (vibration isolators) at about 500 lb ft of torque they tell me. Shown here on the left. The replacement is a polyurethane piece that is supposed to be good for 800 lb ft of torque and more.

Like the short-shifter upgrade, we will have these available to those that want them.

Mongo

That billet shifter is really nice and would be a great addition to the conversion. I'm gonna have to jump on one of these before I start having kids..