Transaxle choices, Choices and questions for V8 swaps Options

[NoPorsche]

Hi,

I am new here, and looking for information on transaxles for a mid-engined Chevy V8 swap.

I guess i should first say that the vehicle will not be a Porsche, but the Porsche transaxles seem to be the best choice (cost vs. strength). Therefore, trans length and CV joint strength shouldn't be issues.

Some places (Renegade) rate the transaxles based on engine HP, not torque. Others (PowerHaus) stated that the 901 and 915 were bad choices, and go with a 930 as a minimum.

Budget is an important factor, but I realize any choices are going to be expensive (clutch/flywheel/adapters/starter/cable shifter/etc are probably going to cost over $2K alone).

I have pretty much ruled out a 901, and budget-wise, I am leaning toward the 915 or 930 boxes.

This will not be a race car, but maybe used for so uncompetative racing (like to try AX), but I'd still like to have enough power for quick accelaration (sub-13 second 1/4 mile) in a 2500+ pound car. I am thinking of a mild 350 engine, maybe minimizing low-end torque if needed for trans longevity.

realistically, what can a decent 915 and 930 handle? I have heard that the 930 is stronger and gear ratios better suited to V8s, but more expensive. Are the 930s in ALL 911 Turbos?

How difficult is the process of flipping ring gears? Is it straight-forward, clearance the case and reinsert carrier backwards and set-up the gears?

I am thinking about buying a core locally for chassis mock-ups, and wouldn't mind trying the flip the gear myself (lots of assembly experience but not too much fabrication experience yet).

Any places I can buy a cable shifter setup (Only found one through Renegade)?

If I wanted to use a hydraulically operated clutch release (as opposed to the cable), which trans would be a better choice?

Any ideas on the prices of the whole package (including cores)?

Anyone else thats good at this work (I have heard of Brad, and plan to get in touch when the project is more real, just on the drawing board right now).

Anything else anybody could add?

[NoPorsche]

Mike,

The car I am planning is a "Late" Chevy Corvair (1965-1969 body style).

Sorry, I happen to like the 60's American cars (have a few), and I like the styling of these, and I want a unique car. I attend alot of car shows (mostly older street rods and pre-1972 cars), and I rarely see any Corvairs, plus the added "exotic" nature of a Mid-engine V8 powered car just seems to be what I want right now. Plus Corvairs are relatively inexpensive (compared to most classic cars nowdays), and Chevy built literally Millions, so lots of parts available. So they make an ideal project for me, but the original air-cooled, rear mounted 6-cylinder doesn't have enough power for me (I currently drive a Chevelle convertible with a 396 (6.6 litres) with dual 4-barrel carburetors and a 5-speed).

There are several kits for converting Corvairs over to mid-engined V8 power, but the two most popular (and only readily available setups) rely on using the stock Corvair differential and transmission (usually considered a transaxle, but the two pieces are actually separate). Aside from the lack of strength of the small differential (probably similar to a 901 box in that mild V8 use will work for a while), there are two other deficiancies I can think of:

1) There is a lack of performance parts (LSDs, ring and pinions, etc)

2)lack of lag room.

The typical mid-engined Corvair setups place the transmission portion BETWEEN the differential and the engine. This places the engine further forward than I would like. Regular seats can still be used, but I couldn't stretch my legs out. I think the rear of the engine is about 21+ inches ahead of the axle centerline, much further than with the Porsche transaxle.

The Porsche is an obvious choice due to the availability of adapters, beter durability, and the knowledge of many who have used the combo before, etc.

Thanks to all...

Brad, I will email you. I am in no hurry, so take your time in responding...

thansk again,

Tony