Garage Built AWD Camaro
If I was you I'd start out with a Fiero. 
03-05-2012, 11:19 AM
#106
On The Tree
Thread Starter
Just got back from Fort Irwin, and I am still cleaning the sand out of my gear. Thought I would post afew pics from the trip...
Here's my ride out there, a russian AN-124 moved all 24 helicopters out there in 6 loads..
One of the projects we knocked out, a transverse beam replacement. Involves a special purpose jig and drill kit to install.
And of course, a picture of my office while I was out there.
Ended up working alot harder than I thought I would out there, so I will very slow to post new project progress.... Like sometime this spring. Taking a break to rest and save a bit.
Just glad to be back home
Here's my ride out there, a russian AN-124 moved all 24 helicopters out there in 6 loads..
One of the projects we knocked out, a transverse beam replacement. Involves a special purpose jig and drill kit to install.
And of course, a picture of my office while I was out there.
Ended up working alot harder than I thought I would out there, so I will very slow to post new project progress.... Like sometime this spring. Taking a break to rest and save a bit.
Just glad to be back home
03-05-2012, 11:29 AM
#107
TECH Regular
Subbed.
Great project, very ambitious. Good Luck.
I am looking forward to see how things go!
Good for you thinking outside the box too. I love seeing new ideas!!
Great project, very ambitious. Good Luck.
I am looking forward to see how things go!
Good for you thinking outside the box too. I love seeing new ideas!!
03-05-2012, 01:21 PM
#109
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I think you've misunderstood what "reverse rotation" axles mean. They don't change the direction of how the axle turns. This is for high pinion versus low pinion differentials. The driveshaft always spins the same way.
When offroaders build rear engine cars, we flip the differentials upside down. This is most effective with a Ford 9" because you can just flip the center section, not the whole assembly.
As for using a transfer case, some models can be run in FWD high. It's just a matter of the shift rail stops. This applies to only the gear-driven cases.
When offroaders build rear engine cars, we flip the differentials upside down. This is most effective with a Ford 9" because you can just flip the center section, not the whole assembly.
As for using a transfer case, some models can be run in FWD high. It's just a matter of the shift rail stops. This applies to only the gear-driven cases.
03-05-2012, 03:37 PM
#113
On The Tree
Thread Starter
I think you've misunderstood what "reverse rotation" axles mean. They don't change the direction of how the axle turns. This is for high pinion versus low pinion differentials. The driveshaft always spins the same way.
When offroaders build rear engine cars, we flip the differentials upside down. This is most effective with a Ford 9" because you can just flip the center section, not the whole assembly.
When offroaders build rear engine cars, we flip the differentials upside down. This is most effective with a Ford 9" because you can just flip the center section, not the whole assembly.
Darn, I think you're right. Only leaves me 2 options.... (1) run but diffs upside-down and the transverse case as well. Not a bad option since for the t-case this just means flipping before the install. Running ford 9" front and back makes the most sense with this issue, but running and offset diff for the rear will require some thought.
(2) use gears I have lying around from some T-5 transmissions and make a custom reverse gearbox to mount between the 4L-80E and BW4472. Requires more thought, but I would have to buy an adapter to make the 2 bolt togather anyway.
Not gonna let this stop the project, but definetly a hurdle to overcome. Thanks for the catch, I did misunderstand that.
03-05-2012, 04:13 PM
#114
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I think you've misunderstood what "reverse rotation" axles mean. They don't change the direction of how the axle turns. This is for high pinion versus low pinion differentials. The driveshaft always spins the same way.
When offroaders build rear engine cars, we flip the differentials upside down. This is most effective with a Ford 9" because you can just flip the center section, not the whole assembly.
As for using a transfer case, some models can be run in FWD high. It's just a matter of the shift rail stops. This applies to only the gear-driven cases.
When offroaders build rear engine cars, we flip the differentials upside down. This is most effective with a Ford 9" because you can just flip the center section, not the whole assembly.
As for using a transfer case, some models can be run in FWD high. It's just a matter of the shift rail stops. This applies to only the gear-driven cases.
Darn, I think you're right. Only leaves me 2 options.... (1) run but diffs upside-down and the transverse case as well. Not a bad option since for the t-case this just means flipping before the install. Running ford 9" front and back makes the most sense with this issue, but running and offset diff for the rear will require some thought.
(2) use gears I have lying around from some T-5 transmissions and make a custom reverse gearbox to mount between the 4L-80E and BW4472. Requires more thought, but I would have to buy an adapter to make the 2 bolt togather anyway.
Not gonna let this stop the project, but definetly a hurdle to overcome. Thanks for the catch, I did misunderstand that.
See, Now things like this are why I love this site.
Also, Welcome Back Stateside
03-06-2012, 10:10 PM
#115
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I'll help you out, because I want to see this done. Contact Milner Offroad. They make a reversing box with a open/lockable center diff its pricey,but not too bad at 1400 pounds plus vat in pounds.
If I was you I'd run a mustang 8.8 irs and and f150 8.8 ifs. This is what I plan on doing with my Fiero/ an ecoboost v6. The only downside is the reversing box has straight cut gears so it will be noisy. I want a GTR killer.
If you don't care about using a manual transmission you could even do a Duramax swap. I would if I had the space. 600hp 1200ft-lbs easy.
Additionally, I'd get some wolfe racecraft thru-the-floor subframe connectors.
If I was you I'd run a mustang 8.8 irs and and f150 8.8 ifs. This is what I plan on doing with my Fiero/ an ecoboost v6. The only downside is the reversing box has straight cut gears so it will be noisy. I want a GTR killer.
If you don't care about using a manual transmission you could even do a Duramax swap. I would if I had the space. 600hp 1200ft-lbs easy.
Additionally, I'd get some wolfe racecraft thru-the-floor subframe connectors.
Last edited by OmniRex; 03-06-2012 at 10:42 PM.
03-07-2012, 10:23 PM
#116
On The Tree
Thread Starter
I'll help you out, because I want to see this done. Contact Milner Offroad. They make a reversing box with a open/lockable center diff its pricey,but not too bad at 1400 pounds plus vat in pounds.
If I was you I'd run a mustang 8.8 irs and and f150 8.8 ifs. This is what I plan on doing with my Fiero/ an ecoboost v6. The only downside is the reversing box has straight cut gears so it will be noisy. I want a GTR killer.
If I was you I'd run a mustang 8.8 irs and and f150 8.8 ifs. This is what I plan on doing with my Fiero/ an ecoboost v6. The only downside is the reversing box has straight cut gears so it will be noisy. I want a GTR killer.
dan58 has me thinking about another possible solution with this...
When offroaders build rear engine cars, we flip the differentials upside down. This is most effective with a Ford 9" because you can just flip the center section, not the whole assembly.
Either way, I'm dead set on working past this. Consider this the 1st official speed bump in the build. With all the things "outside the norm" I'm attempting on this build, I knew I would hit one eventually
03-08-2012, 06:45 AM
#117
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http://www.ruffstuffspecialties.com/catalog/FORD9.html
You tell him what you want, they build it on a jig to ensure it's straight at true. Add third member and axle shafts. Voila.
More food for thought...
This does give you a high pinion in the rear of the car
If you want a low pinion, Currie will sell you a high pinion center section (that you are flipping upside down anyway).
http://www.currieenterprises.com/ces...inrearend.aspx
And it you are dead set on lightening your wallet:
http://www.currieenterprises.com/ces...e.aspx?id=1364
03-08-2012, 09:53 AM
#118
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First - thank you for serving our great country.
As I was reading this thread I kept thinking that this is the very definition of Hot Rodding. Wanting to do something different and doing it yourself. I congratulate you.
As I was reading this thread I kept thinking that this is the very definition of Hot Rodding. Wanting to do something different and doing it yourself. I congratulate you.
03-09-2012, 07:20 AM
#119
On The Tree
Thread Starter
Got another question about the cv axles for this product...
It says that one IRS carrier is for FOR SERIES 30 CV'S, and one is set up for 934 CV'S. What production modles do these cv's work with? That will help me figure out which spindles I need, and what brake and wheel options I have to work with.
For the rear end I have a thought for the suspension set-up with an offset solid 9"..... Reuse the existing lower control arms, spring and shock, and rear axle tie rod locations with adjustable aftermarket components. And since I can't run the centrally mounted torque are through the center of the camaro (with the engine, tranny, and t-case being in the way) I can just run 2 of the shorter drag race style torque arms. One on each side of the engine.
I think this approach will be simpler to apply to the build, and I don't think 2 torque arms will effect the "feel" of an otherwise stock rear suspension set-up. Plus the reduced over all cost of a stock suspension verus the custom IRS I had origionally planned should help off set some the cost of having to upgrade to ford 9" carriers front and rear to resolve my drivetrain issue.
And all it really does to the drivetrain itself is force me to mount the engine 3-5" higher in the car..... I think I can live with that. Custom ford 9"s front and back is the way I'm gonna go. IFS front, solid rear.
And to save some $$$, I think I'll build the rear axle housing myself
And it you are dead set on lightening your wallet:
http://www.currieenterprises.com/ces...e.aspx?id=1364
http://www.currieenterprises.com/ces...e.aspx?id=1364
For the rear end I have a thought for the suspension set-up with an offset solid 9"..... Reuse the existing lower control arms, spring and shock, and rear axle tie rod locations with adjustable aftermarket components. And since I can't run the centrally mounted torque are through the center of the camaro (with the engine, tranny, and t-case being in the way) I can just run 2 of the shorter drag race style torque arms. One on each side of the engine.
I think this approach will be simpler to apply to the build, and I don't think 2 torque arms will effect the "feel" of an otherwise stock rear suspension set-up. Plus the reduced over all cost of a stock suspension verus the custom IRS I had origionally planned should help off set some the cost of having to upgrade to ford 9" carriers front and rear to resolve my drivetrain issue.
And all it really does to the drivetrain itself is force me to mount the engine 3-5" higher in the car..... I think I can live with that. Custom ford 9"s front and back is the way I'm gonna go. IFS front, solid rear.
And to save some $$$, I think I'll build the rear axle housing myself
03-09-2012, 07:56 AM
#120
I'm just a simple truck driver, but trust me if I was spending $20,000 dollars I would want to improve the car I am building not make it worse, sorry I cant see any benifit in the concept of this car which makes it better than an original 4th Gen LS engined Camaro......
I'll leave it at that and wish the builder luck in what he is doing....
I'll leave it at that and wish the builder luck in what he is doing....