Amici -
The alluminum flywheel sounds great from a weight savings point of view but ...
its one of those conversions that unfortunatlely lacks all the pertinent
details to make the swap successfull.? Unfortnately I do not remmember what
that particular detail was, I vaguely remember something about modifing the T/O
Bearing carrier (?)? There are 2 different T/O bearing carriers: one is for the
very early Spits with the 3 finger B&B pressure plate/ flat flywheel.? The
other is for all the Spits with the diaphram laycock pressure plate/ recessed
flywheel.? No I do not no which is for which just that one is longer than the
other.?
As for the bellhousings ... cast iron versues the alluminum there is no
dimentional difference, between the gearbox and rear of the engine.? Thus they
are very interchangable with no secrets to make the swap other than what has
been stated about the thin versuses the thicker alluminum casting.? From prior
experience you DO NOT WANT the thin cast housing, it WILL CRACK radially around
the flange and cause severe problems.? How can you tell if you have the thick
alluminum bell housing?? Hold it side by side to a cast iron bellhousing -? it
should look as if it came for the same mold, flange should be the same
thickness as well as the rest of the unit.? The thinner alloy bellhousings have
a smoother less ribbed finish? and obviously thinner all around compared to the
iron bellhousing.
The alloy housing will bolt up to the GT6 gearbox for those going for a CR
Gearbox set up.
Good luck all,
Bob T
'64 Spit GT? autocrosser
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