Mid engine mounting
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Mid engine mounting I hope this is in the right thread but I am wanting to take a salvage c5 corvette which has the rear transaxle and turn it into a mid engine car. I would be cutting and lengthening the frame in the middle and cutting off the excess frame in the front and rear. My question is would it be an issue on removing the torque tube and mounting an engine directly to the transmission with a custom adaptor and having a small cv shaft of some sort to connect the engine to the transmission if need be. I know the torque tube is there for ridgitity but I will be making a full roll cage. I would also use the automatic transmission instead of the manual. Hopefully finding a torque converter won’t be too hard.
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From: Fort Worth, Texas
Swap in a 300mm Input Drum Along with a extended pilot converter, 300mm bellhousing, & a Dished Flexplate.........This will allow you to mount the Transmission & Transaxle directly to the engine using 100% factory parts.
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ok i will look into that more. Hopefully it will all work together because I am wanting to put a lmm duramax in front of it!
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I need a friend with lots of transmission knowledge.
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Even in a feather weight car....If you ever got traction, A LMM would be hell on a 4L60E.
I believe the Duramax has the same crank spacing as Gen 1 SBC's & BBC's, So you would need a 298mm Bellhousing, C5 4L60E's already have a 298mm Input Drum/Turbine shaft.
The Durmax used in Vans had a 4L80E behind them, But NOT sure if the flexplate is the same in Allison 1000 versions, Pretending they are the same.....You will need to drill a new set of torque bolt holes OR have a converter built with a 11.50" bolt circle vs the 10.75" bolt circle found on stock 298mm converters.
First thing I would do is put the 298mm C5 converter on the back of the Duramax to see if it engages in the crank.
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You didn't mention a Duramax in you original post, I assumed you would be using the LS1 from the Vette.
Even in a feather weight car....If you ever got traction, A LMM would be hell on a 4L60E.
I believe the Duramax has the same crank spacing as Gen 1 SBC's & BBC's, So you would need a 298mm Bellhousing, C5 4L60E's already have a 298mm Input Drum/Turbine shaft.
The Durmax used in Vans had a 4L80E behind them, But NOT sure if the flexplate is the same in Allison 1000 versions, Pretending they are the same.....You will need to drill a new set of torque bolt holes OR have a converter built with a 11.50" bolt circle vs the 10.75" bolt circle found on stock 298mm converters.
First thing I would do is put the 298mm C5 converter on the back of the Duramax to see if it engages in the crank.
Even in a feather weight car....If you ever got traction, A LMM would be hell on a 4L60E.
I believe the Duramax has the same crank spacing as Gen 1 SBC's & BBC's, So you would need a 298mm Bellhousing, C5 4L60E's already have a 298mm Input Drum/Turbine shaft.
The Durmax used in Vans had a 4L80E behind them, But NOT sure if the flexplate is the same in Allison 1000 versions, Pretending they are the same.....You will need to drill a new set of torque bolt holes OR have a converter built with a 11.50" bolt circle vs the 10.75" bolt circle found on stock 298mm converters.
First thing I would do is put the 298mm C5 converter on the back of the Duramax to see if it engages in the crank.
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