Many GT40 replicas in Europe (and they have use data after several years)use
the UN1-013 Renault transaxle (even for track use) with reportedly good
results. Coupled with a larger dia. input shaft, the bellhousing is larger
and more suitable for V8 (Ford in this case) adapting, as a they use a Ford
V6 flywheel and a nice sized clutch. Also, the ratio's in the UN1-013 are
much more favorable right off the shelf. There ought to be plenty of cheap
Eagle Medallion transaxles out there. Check out the below:

I want the baddest street car known to man yet I have to be concerned everytime I drop the hammer whether or not the tranny will go up in smoke when those big bad 335-40/ZR17s hook up.

I will definiteley run either a 930 or a 915 box, but why not maybe a G50 or something like that? Is that a better option? I have no interest in running a 901 gear box, will never be able to handle my driving with a 600hp V8. 901s are for budget swaps or 4 cylinders.

The adapter is not the problem but I was wondering if anyone has ever done it.

Oh please, can you tell me where to get info on the differences between these engines? GM for dummies... Even though we're building a standard SBC that I'm familiar with, I still am in the dark on the newer ones.

Which engine should I use in my Ultima?

The factory has designed the Ultima to accept the small block Chevrolet V8 from 300bhp to over 600bhp.
The factory does not recommend and cannot offer any support to customers fitting alternative engines.

Which gearbox do I use?

The Ultima has been designed to accept the Porsche G50 5/6 speed or the Getrag 6 speed in standard form. Apart from changing the breather location no other modifications are recommended.

How strong are the transaxles?

The Porsche transaxle is superbly engineered by Porsche and has an exceptional weight/strength ratio.
The Porsche transaxle fitted to an Ultima has been used successfully with engines up to 600bhp.

I'm just looking for general info. Like what year they were built, when the blocks/heads/etc changed.
I just figured there would be a site out there that had that. Haven't found it yet.
Thanks,
Dan

http://www.hpsalvage.com/lt1.htm
.

out there with 700, 800, 900HP big and small blocks mated to the ZF living a long life. Because the Pantera was ..

I guess that means I should check my email at home...



B

Would cutting a 944 turbo trani and a 901 trani, then splicing the housing from the 901 to the 944 turbo, work Brad? Ehh ehh?

The 1984-1987 Audi 5000S and 1985-1988 5000CS Turbo came with a Getrag front-wheel-drive transaxle that mounts the engine longitudinally. It is relatively light-weight at just 111 pounds.

This transaxle is almost exactly the same as the one used in the 1985-1990 Porsche 944. The 944 input shaft is longer, though, so the Kennedy Engineering Products adapter won't work with the 944 transaxle. In the 944, the front-mounted engine is connected to the rear-mounted transaxle by a drive shaft. By distributing the weight, the 944 has great balance. The new Corvettes are laid out in the same manner.

The only difference between the Audi 5000S and the 5000 CS Turbo transaxles is the gear ratios. The 5000 CS Turbo has wider gear ratio spacing that makes it better matched to a V8 for this conversion, but either transaxle will work. Either transaxle is readily available for about $250 used. Since it is front-wheel-drive with the engine ahead of the transaxle, it does not require flipping of the ring gear and pinion that the Porsche 911 model 915 transaxle does. The Kennedy Engineering Products V8 engine adapter, custom flywheel, 470 ft/lb pressure plate, clutch and starter costs $1092 (January 31, 2003).

The Audi 5000 front frame is simply too flimsy to be successfully adapted to the Montage frame in the manner described for a Toronado/Eldorado on this website. The McPherson strut front suspension would also be dificult to adapt to the rear of the Montage.

It has been calculated that with a few modifications, this tranaxle can handle 400-500 horsepower. Some Porsche 944 performance transaxle parts may be interchangable. The 944 does have a reputation for a weak ring and pinion, so stouter racing parts with a taller ratio would be a good match for the V8 conversion.

The shift mechanism is on the top and side of the transaxle making for an easy adaptation to a mid-engine arrangement. Also the clutch release mechanism is hydraulic so no specially designed mechanical link is required. A custom suspension will still have to be built, but at least the project can be designed around a light-weight transaxle with great torque capacity and extremely low initial cost. These advantages make this an excellent choice for this project.

The same transaxle is used in the 1984-1987 Audi 5000S Quatro and the 1985-1988 Audi 5000CS Turbo Quatro but with a rear output shaft. This makes the rear of the transaxle slightly longer, but it should adapt just the same. Nothing will be attached to the rear output shaft, though, and it will turn, but all the power and torque will go to the half-shafts. The CS Turbo Quatro transaxle retains the wider gear ratios of the CS Turbo transaxle.

Is the input shaft on the 944 gear box the same as the 901 box??

Kennedy Engineering Products rates the ZF transaxle as only a 5 on a scale of 10 for overall strength and torque capability. This only ranks equal to the lowly Porsche 914's 901 model transaxle (when not using first gear) and below the Porsche 911's 915 model transaxle.

No, but it's the same spline as a 930 box.