[jim7]

[quote name='Ryan' post='31180' date='Feb 19 2007, 10:21 AM']Woodie...what part of the world are you from?



I take it you will fabricate all your own stuff and not rely on Renigade?



If all goes well do you plan to offer help/parts to do conversion for others? Just wondering as there is a ton of interest in this type project.[/quote]



I'm just outside Toronto and if I can make something viable sure I'd share it, but right now thats all wild speculation.

Partial Post: Please Login or Register to read the full post.

[968LS1]

The taller 6th is available and I am installing one in my tranny this week! It comes from a Euro Audi TDI with an O1E 6 speed. The ratio is .60 this will allow approx 2300 RPM @ 75mph (current is 2950 @ 75mph). The gear set is not available in the US but can be ordered through Germany. To install the gearset the pinion shaft must be removed from the transmission so the 5th and 6th gearsets came be pressed off; 6th gear is behind 5th so both gears must be removed to install 6th. With freight the gearset is approx $650.00 US. I also have a source for a 3.22 ring and pinion, but the cost is around $2500 each, if any one is interested please send me a PM. It will take an order of at least 6 to make it happen and will take about 6 months to have manufactured. I chose the 6th gearset for now as the cost makes a lot more sense.



PS-I have a 6 speed trans for sale ($2100 42K miles) <img src="/forum/images/smilies/968/smile.gif" class="smilie" alt="" /> ; sorry but it does not have an LSD or Torsen diff.



Tom

Partial Post: Please Login or Register to read the full post.

[jim7]

[quote name='968LS1' post='31212' date='Feb 19 2007, 10:51 PM']The taller 6th is available and I am installing one in my tranny this week! It comes from a Euro Audi TDI with an O1E 6 speed. The ratio is .60 this will allow approx 2300 RPM @ 75mph (current is 2950 @ 75mph). The gear set is not available in the US but can be ordered through Germany. To install the gearset the pinion shaft must be removed from the transmission so the 5th and 6th gearsets came be pressed off; 6th gear is behind 5th so both gears must be removed to install 6th. With freight the gearset is approx $650.00 US. I also have a source for a 3.22 ring and pinion, but the cost is around $2500 each, if any one is interested please send me a PM. It will take an order of at least 6 to make it happen and will take about 6 months to have manufactured. I chose the 6th gearset for now as the cost makes a lot more sense.



PS-I have a 6 speed trans for sale ($2100 42K miles) <img src="/forum/images/smilies/968/smile.gif" class="smilie" alt="" /> ; sorry but it does not have an LSD or Torsen diff.



Tom[/quote]



The taller 6th sounds like a great idea and it will make highway cruising a lot more enjoyable too. Does this mean the 5th gear ratio is unchanged? BTW the car i'm picking up has everything except the engine.

Partial Post: Please Login or Register to read the full post.

[968LS1]

Woodie,



5th gear will remain the same. 4th is 1.11 and 5th is .91, I wish there was a .86 5th to even the spread but it does not exist. Essentially the gearbox will be a close ratio 5 speed with a tall 6th overdrive. I compaired the ratios with the Tremec TKO 5 speed transmissions and they have a 1:1 4th with a .64 5th so the RPM drop will be very similar to those gearboxes. You will need a 944 torque tube for you 968 conversion, as the slip yoke torque tube will not fit through the V8 throwout bearing.

Partial Post: Please Login or Register to read the full post.

[jim7]

[quote name='968LS1' post='31218' date='Feb 20 2007, 10:48 AM']Woodie,



5th gear will remain the same. 4th is 1.11 and 5th is .91, I wish there was a .86 5th to even the spread but it does not exist. Essentially the gearbox will be a close ratio 5 speed with a tall 6th overdrive. I compaired the ratios with the Tremec TKO 5 speed transmissions and they have a 1:1 4th with a .64 5th so the RPM drop will be very similar to those gearboxes. You will need a 944 torque tube for you 968 conversion, as the slip yoke torque tube will not fit through the V8 throwout bearing.[/quote]



The tall 6th is pretty good IMO and good for highways with the first 5 for the fun stuff. I have a machinist who can cut a torque tube adapter but i don't know which bell housing to get. A guy at Mosport with an LS1 in a 951 said a C5 would do but I didn't get to ask him again so I'm at a bit of a loss on how to build the connection.

Partial Post: Please Login or Register to read the full post.

[jim7]

[quote name='woodie' post='31227' date='Feb 20 2007, 11:37 AM']The tall 6th is pretty good IMO and good for highways with the first 5 for the fun stuff. I have a machinist who can cut a torque tube adapter but i don't know which bell housing to get. A guy at Mosport with an LS1 in a 951 said a C5 would do but I didn't get to ask him again so I'm at a bit of a loss on how to build the connection.[/quote]



I just re-read the posts and # 2 says it was a C5 bellhousing. Tom was it you who helped out a guy name of Mark O in Belleville, On. He's the guy with the 951 LS1 racecar I mentioned earlier.

Partial Post: Please Login or Register to read the full post.

[968LS1]

Woodie,



I did provide Mack Baun with a kit a couple of years ago. The C5 bellhousing is the correct part for the conversion.



Tom

Partial Post: Please Login or Register to read the full post.

[flash]

for those of you considering V8 conversions, i happened upon this site yesterday:



http://www.560sec.com/bulletinboard/

Partial Post: Please Login or Register to read the full post.

[ether_joe]

one of my biggest issues with doing a conversion like this would be, retaining the high-revving / high-rpm orientation of the car. For example, a low revving engine with a lot of torque in the bottom of the power band, that stopped pulling at 5-6K, wouldn't interest me as much.



do any of the chevy v8's have a comparable redline to our cars' 6800? if so do they pull well at higher rpm's?

Partial Post: Please Login or Register to read the full post.

[bob blackwell]

Oh yeah, you have got to go test drive a Corvette Z06 and your doubts will be laid to rest. good luck, Bob Blackwell.

Partial Post: Please Login or Register to read the full post.

[jim7]

[quote name='ether_joe' post='31346' date='Feb 22 2007, 06:03 PM']one of my biggest issues with doing a conversion like this would be, retaining the high-revving / high-rpm orientation of the car. For example, a low revving engine with a lot of torque in the bottom of the power band, that stopped pulling at 5-6K, wouldn't interest me as much.



do any of the chevy v8's have a comparable redline to our cars' 6800? if so do they pull well at higher rpm's?[/quote]





The LS1 engines have a rev limiter imposed by the ECU and you can change that if you invest in a programmer. If you want to have high revs you should upgrade the valve springs, heavier pushrods, and probably balance the engine. This engine is capable of 7500 easy. However the magic of the LS engine is the near flat torque curve that starts at 1800 with near max and stays there. Wheel spin baby, anytime.



[quote name='flash' post='31309' date='Feb 22 2007, 10:54 AM']for those of you considering V8 conversions, i happened upon this site yesterday:



http://www.560sec.com/bulletinboard/[/quote]



The guys on Hybrid are a bunch of gearheads. I say that in the nicest way because those folks share an incredible amount of technical detail as matter of fact and frankly I doubt I'd try the conversion without their help.

Partial Post: Please Login or Register to read the full post.

[badberry68]

The 5.7 pulls all the way to the rev limiter very nicely, actually more freely than the 3.0. So if that is your main concern....no worries. To me the main difference is in cabin noise and vibration. Even an out of ballance 3.0 is waaay smoother than a LS1 and the tone in the cabin is nicer too. Bob, you hit it right on the head, it feels exactly like a Z06 Vette (but without traction control). <img src="/forum/images/smilies/968/ohmy.gif" class="smilie" alt="" />

Partial Post: Please Login or Register to read the full post.

[Ryan]

I thought a V8 was smoother than a giant 4banger. Are you talking about a 5.7 with a cam?

Partial Post: Please Login or Register to read the full post.

[ether_joe]

good to know that there are engines which will pull to the redline and like to rev. Man, this is going to be a schweet upgrade when the time comes around.



I was thinking of turbocharging. But I also like simple. . . there's so much more plumbing and moving parts with the turbo. Granted, with a v-8 one is doubling the number of cylinders, sparkplugs, etc.



Maybe in the end it will be at least two 968's, one chevy v8 and one turbo. We'll see how it shakes out. . .

Partial Post: Please Login or Register to read the full post.

[jim7]

[quote name='badberry68' post='31447' date='Feb 24 2007, 09:09 AM']The 5.7 pulls all the way to the rev limiter very nicely, actually more freely than the 3.0. So if that is your main concern....no worries. To me the main difference is in cabin noise and vibration. Even an out of ballance 3.0 is waaay smoother than a LS1 and the tone in the cabin is nicer too. Bob, you hit it right on the head, it feels exactly like a Z06 Vette (but without traction control). <img src="/forum/images/smilies/968/ohmy.gif" class="smilie" alt="" />[/quote]



What do you have by way of motor mounts?

Partial Post: Please Login or Register to read the full post.

[badberry68]

[quote name='woodie' post='31607' date='Feb 26 2007, 08:31 PM']What do you have by way of motor mounts?[/quote]



Energy Suspension. Maybe vibration is'nt the right term, I would describe the 3.0 like a turbine and the 5.7 like thunder. <img src="/forum/images/smilies/968/blink.gif" class="smilie" alt="" />

Partial Post: Please Login or Register to read the full post.

[bob blackwell]

Oh yeah, all those pleasant "power pulses"! Bob Blackwell.

Partial Post: Please Login or Register to read the full post.

[jim7]

[quote name='968LS1' post='31281' date='Feb 21 2007, 01:08 PM']Woodie,



I did provide Mack Baun with a kit a couple of years ago. The C5 bellhousing is the correct part for the conversion.



Tom[/quote]



Tom,I guessing the 968 shaft is too short ?

Partial Post: Please Login or Register to read the full post.

[jim7]

[quote name='badberry68' post='31612' date='Feb 27 2007, 08:05 AM']Energy Suspension. Maybe vibration is'nt the right term, I would describe the 3.0 like a turbine and the 5.7 like thunder. <img src="/forum/images/smilies/968/blink.gif" class="smilie" alt="" />[/quote]



Jeez the stuff thats wakes me up in the middle of the night. The original engine mounts are on the cross brace and I believe there are solid brackets from there to the motor. Wouldn't that work on the chev engine as well? BTW does the engine sit for/aft or centred over the cross brace? I'm wondering where the engine weight is going to be biased on the mounts.

Partial Post: Please Login or Register to read the full post.

[968LS1]

Woodie,



The 968 TT slip yoke is too large in diameter to fit through the chevy throw out bearing and it is also too short. The motor mounts on these conversions are on the engine side not the X member. I tried to utilize the stock mounts when I did my conversion but there was not enought clearance to make the extension and clear the steering shaft. The engine is almost centered over the X member, slightly toward the rear.



Tom

Partial Post: Please Login or Register to read the full post.