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maybe late to the party but this could be an option too.
these guys make nothing but engine/trans adapter plates...long list of engine patterns and then a number of transaxle patterns. pick two and they make an adapter plate to join X to Y.
VW 1.8/2.0/2.5 is on their engine pattern list, and 01E/016/01x are on their trans pattern list. Tell them you want to connect a 2.5 to the 01E pattern and you should be able to use a 931 BH, right? (as long as it clears the timing chain)
maybe late to the party but this could be an option too.
these guys make nothing but engine/trans adapter plates...long list of engine patterns and then a number of transaxle patterns. pick two and they make an adapter plate to join X to Y.
VW 1.8/2.0/2.5 is on their engine pattern list, and 01E/016/01x are on their trans pattern list. Tell them you want to connect a 2.5 to the 01E pattern and you should be able to use a 931 BH, right? (as long as it clears the timing chain)
maybe late to the party but this could be an option too.
these guys make nothing but engine/trans adapter plates...long list of engine patterns and then a number of transaxle patterns. pick two and they make an adapter plate to join X to Y.
VW 1.8/2.0/2.5 is on their engine pattern list, and 01E/016/01x are on their trans pattern list. Tell them you want to connect a 2.5 to the 01E pattern and you should be able to use a 931 BH, right? (as long as it clears the timing chain)
Someone reached out to them a few years ago asking if they would convert the VW I4 to an I5 016, there response:
"Kennedy Engineering wrote: We do not adapt the Rabbit/Jetta engine to the Audi 5000 trans. We only adapt it to VW or Porsche transaxles."
If you were able to find someone that would make an adapter plate from an I5 (931) to I4 (07K), you'd still need to do some trimming of the 931 bellhousing (after you spend a few months searching for one). It's not too much that you'd have to chop off.
Using this 01E gearbox spacer as a template, here's what part of the 01E has to be trimmed to clear the 07k timing housing.
Shown on the 07k
Portion of the 931 bellhousing that would need to be cut
Compared to the 944 bellhousing for giggles. Quite a bit more, and you'd have a lot more 'boxing in' to do to close out the bellhousing.
If you were to rotate the engine to allow zero cutting of the 944 bellhousing, you'd need to rotate the engine back towards center about 19 degrees. Assuming an engine tilt of 15 degress (needs to be verified), then you're past center. If you did make an adapter that stood the 07k straight up and the mount angle were really 15 degrees, then a 4 degree delta might be just minor trimming of the 944 bellhousing. But a lot more work would need to be done to validate this approach. And my rotation math was pretty crude, could be more or less than 19 deg. And there might not be pan/hood clearance to stand up the engine.
Someone reached out to them a few years ago asking if they would convert the VW I4 to an I5 016, there response:
"Kennedy Engineering wrote: We do not adapt the Rabbit/Jetta engine to the Audi 5000 trans. We only adapt it to VW or Porsche transaxles."
I saw that very thread earlier today looking into this, I think things have changed in the interceding years though.
Kennedy's own page mentions that they now make adapters to Audi transmissions in addition to VW, Porsche, and aftermarket variants thereof along with several other historical transaxles (Toronado etc).
I contacted KEP mainly to see if they have anything in the flywheel, pressure plate, and clutch department. I'm still heading squarely down the Quick Time bellhousing path because I think it's going to result in a much stronger product and one that's easier to install. The adapter plate approach may appeal to some because it *might* be less expensive, but I suspect it will be fraught with lots of fiddly problems to solve and will in the end have a cast aluminum bellhousing that was designed for a car with less than half the horsepower that the 07K will be dishing out.
Alan…
Sorry for the delay in replying, I have been out of the office for a couple days.
We recommend Renegade Hybrids for 924/928/944/968 www.renegadehybrids.com
I contacted KEP mainly to see if they have anything in the flywheel, pressure plate, and clutch department. I'm still heading squarely down the Quick Time bellhousing path because I think it's going to result in a much stronger product and one that's easier to install. The adapter plate approach may appeal to some because it *might* be less expensive, but I suspect it will be fraught with lots of fiddly problems to solve and will in the end have a cast aluminum bellhousing that was designed for a car with less than half the horsepower that the 07K will be dishing out.
My thoughts exactly. Willing to pay for a quality piece and not have to hack up stuff.
Some things that have changed since my last bellhousing design update...
- Engine is now at a 25 degree angle instead of 15. This allows the top of the engine to clear the 944 hood while also keeping the height of the crankshaft and torque tube the same as a stock 944. I played with getting it to fit under the hood with a 15 degree angle, but the engine and torque tube would have to sit about 3/4" lower. This probably would be ok, but I'd rather not risk creating additonal drivetrain stresses from tilting the transaxle, or move the height of the shift lever.
- Bellhousing is designed around a MkIV VW GLI 6-spd flywheel and pressure plate, and a Pontiac Solstice GXP release bearing. This fits a 240mm clutch disk from a 951. I'll be using a Stage 3 setup from SPEC for the clutch and pressure plate, and their lightweight aluminum flywheel (only 9 lb!).
- I am working to keep the original starter from the 07K application rather than the GLI 6-spd (02M) application because it is much smaller and lighter.
Here are some pics. Don't worry about all the open slots in the bellhousing. Those provide tool clearance for bolt insertion and will be closed with tubular steel.
Yes it helps with pan clearance as well. I think I will be able to modify the stock cast aluminum pan to fit rather than cnc machining a whole new one. So that should save some $$ I think.
I still find it funny they say a bellhousing adapter is 'patent pending'...haven't found any patent filings by them or people that work there yet either.
While I'm waiting on my SPEC clutch, flywheel, and pressure plate to arrive in the mail so I can finish up the bellhousing design, I'm working on other aspects...
I ordered a Garrett G25-660 reverse rotation turbo the other day, part # 871390-5011S. Pricey, but supposedly an awesome unit. 500 hp should be no problem with that turbo on this engine and it is a fairly small frame with quick spool characteristics. Here's some progress on engine mounting, turbo placement, a new 3-piece cross member design that gives additional clearance for the 07K oil pan. Turbo is placed based on the SPA turbo manifold and a v-band adapter that will allow me to clock the turbo and point it's exhaust outlet towards the rear for a nice straight shot towards the tunnel.
05-08-2018, 04:36 PM
