2010 LS3 and TR6060 in a 68 Camaro
03-19-2014, 08:56 AM
#101
Staging Lane
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I had to hammer it up about 1/4" for the top of the bellhousing to clear the tunnel. It was a section about 3" wide and about 10" long. Wasn't hard to do, just tedious from all of the fit checking. I didn't think to take pictures of it. Just put your engine in and see where it needs to clear. I used a sharpie to mark where it hit before taking the driveline out each time so I knew where to hammer.
03-24-2014, 08:02 AM
#102
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I had to hammer it up about 1/4" for the top of the bellhousing to clear the tunnel. It was a section about 3" wide and about 10" long. Wasn't hard to do, just tedious from all of the fit checking. I didn't think to take pictures of it. Just put your engine in and see where it needs to clear. I used a sharpie to mark where it hit before taking the driveline out each time so I knew where to hammer.
03-26-2014, 10:23 PM
#103
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I really enjoyed reading your build. Nice job.
I do have a question that I did not see answered in your thread. Where is the slip joint between the tranny and rearend?
I do have a question that I did not see answered in your thread. Where is the slip joint between the tranny and rearend?
03-27-2014, 09:23 AM
#104
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I think I may have the answer to that question. The TR6060 does not use a slip joint. It uses a 3 bolt flange with either an aluminum or rubber isolator to bolt up to the driveshaft. Not sure if that is what the OP used, but that is the normal application.
James
James
03-28-2014, 06:59 PM
#105
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I can answer that, the 6060 has a three bolt flange, bolted to that is an alloy adaptor which then carries a CV Joint, the CV joint when mounted to a custom tailshaft allows plunge to allow for the tailshaft length to change to allow for suspension droop n comprsssion with a live axle.
Im sure there's pics of it. Doing the same to mine.
Im sure there's pics of it. Doing the same to mine.
03-29-2014, 09:35 AM
#107
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See post #61, he used a CV drive shaft. The TR6060 in the new Camaro is connected to IRS, and a fixed diff needs little movement. It also uses a two piece shaft with a center bearing. If you use it with a live axle you need to convert the tailshaft to slip yoke, or use CV joint or a slip/stub joint on the shaft. All of these have been used on the TR6060. What will work best will depend on the amount of suspension travel you are using, and the length of your shaft. A good driveshaft shop can help you. I have a really short shaft and use a slip/stub on the rear, for fixed IRS C3.
03-29-2014, 07:42 PM
#109
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The driveshaft showed up last week. Even though I'm not with the car right now, my dad went ahead and put it on for me to make sure it's right. I wanted to make sure it fits so I'm not twiddling my thumbs the next time I'm out there waiting for a driveshaft.
It fits perfectly and is a pretty sweet unit from what he said and the pictures he took.
It fits perfectly and is a pretty sweet unit from what he said and the pictures he took.
Is the CV joint in the middle of it's travel with the car at ride height?
Andrew
03-30-2014, 07:21 AM
#110
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Cant see diff here, can see leaf springs ??, are you changing to Vette IRS rear end ?
Did you mansge to find any pics of the massaging the firewall/tunnel to fit the 6060 ??
Did you mansge to find any pics of the massaging the firewall/tunnel to fit the 6060 ??
