Quote:
Originally Posted by bonecrrusher
So is the engine from the Porsche?
I like the torque tube - I havent seen one hooked up to a SBC, or a porsche transaxle on the other end.
I am assuming thats from the P car as well.
I love the engineern and details behind this build!
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Thanks! The engine and transaxle are indeed the ones I had in the Porsche. I got the new midmount in place with the front of the torque tube installed and as expected it all fit exactly as planned and I am seeing a lot more space for exhaust and so forth now which is good. I will not be using a torque tube to tie the engine and trans - I will let the frame and cage couple out all of the torque since they are all hard mounted - I am just using the ends to have ends to tie to and am going to simply tie the two ends together with a carbon fiber driveshaft. I am going CF due to the constant high rpm the shaft spins at since it always matches engine rpm in this configuration.
I beat the crap out of that destroked 400 over a 7 year period with zero need for refresh, so with that said, I am worried she may be on her way out and in need of a full rebuild. I ordered some 1-7/8" shorty headers for the build to make life easy for now and save on doing custom headers as I may just step up to a 377 (350 crank instead of 327) with a 15 deg head setup for the next build and sell off this engine.
More stuff from this last weekend, I cut the bulk of the remaining floor pan out of the way and kept the center tunnel to run the stock center console as noted in earlier posts. I will then build all new seat mounting to have a solid foundation, then will just skin with thin steel like a race car. The floors will then look less stock than I wanted but it is really the only way to go to make everything right - function over form. The Paul Walker tragedy over the weekend helps keep a guy focused on making sure it works right first, looks a specific way second. I think it will still have a wolf in sheep's clothing feel overall.
Fortunately I happened to pull the new vent/kick panels out and look at them while working on my pedal assy install - the vent is part of the panel and requires a good 4-5" of space outward to be able to install them! This means I have to be very careful of how close I get the clutch pedal and also be careful of how I intend to box the pedal assy in. For anyone that happens to notice that Jesse James still appears to have a limp on his left side - he was racing in the Late Model Series in SoCal when I lived there and was supporting some friends in their LM efforts (crewing, car work, so forth). I happened to miss the race the night he wrecked at Irwindale so I didn't see it, but heard it was pretty bad and it shattered his left foot and jacked his leg up pretty good. On the Porsche 7 years ago when I did the tube chassis build, I purchased some lower control arms from a company v. make them and they turned out to be crap and the left one broke on the track and shoved the left front tire back right up into the fenderwell just a few inches from my left foot.
So I will be boxing in the pedal assy with 2x2 tube and you guys can already see I have 2x3 in the frame there to do my best defense against losing a foot if something goes wrong and I wad up the left front corner. My initial plans had that tubing over in the corner, but I would never be able to install those kick panels, so I will be moving them inboard a bit. Not as optimal as I initially wanted but will be way better than a car would normally have for bracing so better than nothing. This will be clearer understood when I actually get it all welded into place and snap a pic.
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
I ran it in the Porsche before and will use the same setup including the massive twin oil coolers.
thanks!
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