SVreX wrote: In reply to Rustspecs13: Interesting... How did you get the VG30E up to 315rwhp and 369ftlbs from levels of 160 hp and 173 lb·ft in it's stock 300ZX form?
A VG30 + trans is going to weigh like double what a Miata motor + trans weighs. They are big heavy lumps of lead.
Great.....now I'm looking at ways to 1UZ MY Miata.
Thanks.
ProDarwin wrote:SVreX wrote: In reply to Rustspecs13: Interesting... How did you get the VG30E up to 315rwhp and 369ftlbs from levels of 160 hp and 173 lb·ft in it's stock 300ZX form?A VG30 + trans is going to weigh like double what a Miata motor + trans weighs. They are big heavy lumps of lead.
Yeah, I saw that. 
Hungary Bill wrote:RossD wrote:When I asked about using a 944 box, I was told that because it was a rear mounted transaxle that I would have to find a way to adapt the 1uz to the 944 driveshaft in order to get it to work (never got any details though). Love the LS and all, but that 1UZ really tickles my funny-bone.Hungary Bill wrote: guerillamotive has plans for a 1uz to audi longitudinally mounted FWD gearbox available for free (insert your own machine shop and materials here). Could be a good option if you went MR? (disclaimer: Even though I'm drinking I still know a MR Miata is probably a bit on the ridiculous side even for GRM. But it does give you the bellhousing pattern for the 1uz. Maybe you could use that somehow...?)So would that bellhousing pattern on the trans side be the same as the 944 or 924 pattern? Because thats some nasty thoughts if it is...1UZ in a 944
924na or 924 turbo bell housing (uses the same basic bellhousing pattern as the Audi I5 and early V8 used) with an Audi S4 bellhousing spacer. 1UZ flywheel and pressure plate (or some hybrid piece) and a Dodge pickup clutch disc (uses the same splines as the 924 turbo/944 driveshaft/torque tube).
BTW, the torque tube is pretty thin mild steel and the driveshaft is essentially a long axle, splined at both ends. So not exactly rocket science to cut and weld to shorten the tube and have a new splined axle shaft made. Just in case you were building something that has a shorter wheelbase.
the only drawback is that the Audi torque tube essentially has a bellhousing in the rear to mate to the Audi 016 transaxle's bellhousing. Makes for a fairly large arrangement to fit into smaller, shorter vehicles. A better solution for space would be to use the Porsche based gearbox from the 79-80 924 Turbo and torque tube for a nice, compact transaxle solution that can accept your Audi-style bellhousing (or even a 944 bellhousing for a purely Porsche drivetrain).
I bet I'll get banned for this, but have you considered dropping the manual trans and going automatic?
Would open up a lot of cheap options because they are 'undesireable' for gearheads. LS power, for example is cheap as dirt for the motor, its the manual trans that costs a lot.
Robbie wrote: I bet I'll get banned for this, but have you considered dropping the manual trans and going automatic? Would open up a lot of cheap options because they are 'undesireable' for gearheads. LS power, for example is cheap as dirt for the motor, its the manual trans that costs a lot.
Seriously true too. My friend picked up a set up TH350 for $200 to go with his $100 1995 V6 Camaro and $200 5.3L
Not too mention the ability to power brake before the exit of the corner really helps with exiting the corner, especially if you're trying to spool a large turbo.
Powar wrote: But we hardly know each other...
And BTW...
1UZs are really fun when shoved in places they don't belong. Case in point, one of my latest toys:
I'm working on repaving my driveway with rubber, two strips at a time.
I have a lead on a complete running '96 or '97 Sportage with a broken (rusted) frame for around $300 here in WV motor is in good shape with ~130k on it. Message me for info.
Stefan (Not Bruce) wrote: ...924na or 924 turbo bell housing (uses the same basic bellhousing pattern as the Audi I5 and early V8 used) with an Audi S4 bellhousing spacer. 1UZ flywheel and pressure plate (or some hybrid piece) and a Dodge pickup clutch disc (uses the same splines as the 924 turbo/944 driveshaft/torque tube).
I tip my hat to those who figured this out! It certainly isn't obvious that those bits all fit together!
kb58 wrote:Stefan (Not Bruce) wrote: ...924na or 924 turbo bell housing (uses the same basic bellhousing pattern as the Audi I5 and early V8 used) with an Audi S4 bellhousing spacer. 1UZ flywheel and pressure plate (or some hybrid piece) and a Dodge pickup clutch disc (uses the same splines as the 924 turbo/944 driveshaft/torque tube).I tip my hat to those who figured this out! It certainly isn't obvious that those bits all fit together!
Just gleaning info from various sources. The 924 used an Audi motor, which uses the same bellhousing pattern as the later Inline5's and 6's and early V8's from other Audi models.
The clutch disc was discovered from the Chevy V8 swap guys who found that the splines were shared with many Chrysler products.
So it would make sense that the 1UZ adapter would bolt up to the 924 bellhousing and with the 1UZ flywheel, its just a matter of finding a Chrysler clutch disc that fits with a pressure plate that fits inside the bellhousing and bolts to the flywheel and the requisite throwout bearing.
So some experimentation is needed to determine which clutch part combos are needed to fit it all together and reliably transfer the power to the rear wheels.
You still have to get the engine, its accessories and controls mounted in the engine bay, so there's a ton of work needed still.
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