C5 Bellhousing Adapter Plates and Pilot Bearing Adapter Combo

Got a run of the C5 Bellhousing adapter plates and bushings done and am doing a "PORH" special.
$305 shipped USPS PRIORITY to the US-48.

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Fully Assembled plate with set screws, nuts, lockwashers and guide-pins installed and pilot bearing of your choice of LT/SBC or LS/4.8/5.3/6.0/6.2 liter engines

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Install your trimmed C5 throwout bearing or aftermarket T.O. bearing if you choose....

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Special edition plate is already spoken for.....


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Classic

Since this info was ambushed over on "Gestapoville", thought I would reiterate....
Trim your C5 Throwout bearing like this and install to the C5 adapter plate FIRST. ****Do not trim your C5 T.O. bearing on the radius near the Hydraulic lines**** I machined the radius all the way thru in this location and that setscrew will protrude by approx. 0.25" toward the Torque tube flange.....

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If you look closely, I designed the plate this way to leave plenty of alloy surrounding the set screws, this doubles the strength of a plate that has been recessed the entire radius.

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Do you have a website with prices? I know you are not suppose to post prices here but I would like more info on your products.

My specs are...
87 944S
1993 Corvette LT1 with automatic flex plate

I need...
flywheel
pilot bearing adapter
modified oil pan
motor mounts
bellhousing and adapter
clutch slave cylinder or hydraulic throw-out bearing
exhaust manifolds

Can you PM me a website of more info on prices and availability? Keep up the good work.

Speedy:)

speedracing944 wrote:Do you have a website with prices? I know you are not suppose to post prices here but I would like more info on your products.

My specs are...
87 944S
1993 Corvette LT1 with automatic flex plate

I need...
flywheel
pilot bearing adapter
modified oil pan
motor mounts
bellhousing and adapter
clutch slave cylinder or hydraulic throw-out bearing
exhaust manifolds

Can you PM me a website of more info on prices and availability? Keep up the good work.

Speedy:)

Try the 944 Hybrids Forum...LOL
No personal website. Everything you need is right here. There are people working on headers, oil pans, wiring harnesses. I will be supplying C5 Bellhousing adapter plates (uses stock C5 T.O. bearing), pilot bearing bushings, Motor mounts for SBC/LT/LS and Lexus LS430 Big Brake Adapters, Bump steer kits, Crossmember spacers. Modified Early struts are about done to stick on Late spindles and keep the Early offset or Late offset for that matter. The real sickness is in the Control arms I'm working on that fit EARLY,LATE, and 1" crossmember drop conversions. Also will offer a Bolt-on Dual MC Housing setup down the road. I'm working on more motor mounts as we speak.

Rob,
A little confused...I thought the C5 TO didn't need trimming, but the S10 did. Can you elaborate?
Thanks,
Gene

xschop wrote:Since this info was ambushed over on "Gestapoville", thought I would reiterate....
Trim your C5 Throwout bearing like this and install to the C5 adapter plate FIRST. ****Do not trim your C5 T.O. bearing on the radius near the Hydraulic lines**** I machined the radius all the way thru in this location and that setscrew will protrude by approx. 0.25" toward the Torque tube flange.....

[You must be registered and logged in to see this image.]


If you look closely, I designed the plate this way to leave plenty of alloy surrounding the set screws, this doubles the strength of a plate that has been recessed the entire radius.

[You must be registered and logged in to see this image.]

The 2nd to last pic showing an up-close of the C5 throwout bearing bottom alloy needs to be trimmed in 3 areas near the set screws. The factory C5 alloy T.O. bearing has a full circular lip there for the C5 torque tube mounting location. I cut my 3 areas with a Bridgeport mill but you can use a "Dremel" tool to easily do the same.
After I designed the plate this way, I got alot of emails asking what thickness I machined this plate at. It finishes out to 0.595 inches. One member emailed recently, and said he had to machine the TT flange face of his Renegade Hybrids plate because it was too thick, not allowing for his TT shaft tip to insert fully. He said after machining it down, he no longer trusted the strength of the RH plate.
There are 2 different ways to remedy this problem. I chose this method (trim 3 areas of T.O. bearing) to be more user friendly.
The second method, I could have recessed the T.0. mount radius at a shallower depth, but this would require the end user to machine the T.O. bearing lip evenly across the plane to match = (mill work$)

and the S10 TO? how does it differ?
Great stuff, thanks, Gene

Both use a 100mm mounting bolt circle diameter. From everything I have found, one difference is cost. Another difference is the C5 assembly has an integral concentric ring cast into the base for indexing on the C5 torque tube [this is what has to be trimmed]. I have heard the S10 assembly does not use this feature and mounts "flat". I haven't found a decent pic to verify this...

Here's the C5...[used on LS applications, i.e. Corvette]

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Also, some of the guys on the S10 Forum have experienced "early" failures with the S10 assembly, BUT the GTO guys are buying them...Hmmm. I would be more likely to trust the C5 assembly [The $25 price difference is worth some peace of mind].

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I finished another batch of these plates last night. Will come with all fasteners/nuts and dowels installed and the pilot adapter too. I have LS adapters and am making a few LT adapters this weekend.....Gotta pay for my paint job
Just PM.

I have plenty of LT1-4 pilot adapters available and 3 more TT adapter plates from this run.

Edit.... only 2 left

Hey XS, PM or email me what it would cost me to get 2 more TT adapters and pilot bearing adapters... Im about to final mount mine, which i got off you when we were on PH...

Thanks

Mark
Mboulton at NC.rr.com

I am out ATM. A member must be building 3 hybrids lol. I have the material ordered and am taking time off from work to do a large run so I can keep them at the same price and still be a thorn to RH

There's always the Quicktime ship anchor

Which has an integrated scatter shield...

Not that everyone needs one, but it is something that I needed. Can't run at Bonneville without one and now I don't need to have something fabbed up...

A member must be building 3 hybrids lol.

sorry I wiped out your inventory, Rob ;-)

got the TT plates with fasteners/nuts/dowels and pilot adapters...beautiful workmanship & fast shipping

btw, all of my projects are moving forward at a glacial pace ! ! !

-Tom

Hey guys, I'm super new to the forum and please feel free to scold me if i'm doing something wrong!!
I have a '84 944 and i was wanting to convert it to an automatic cause its stick now. I have heard mixed reviews on weather to keep it stick or go with an auto transaxle. Is there any way to just put a regular gm turbo 350 in there or should I put in a automatic transaxle in it?
If I go the auto transaxle way what am I gonna need to make that work? The parts list gets kinda confusing.
It would be a standard gm 350 just plain carburated. people are saying that the porsche automatic transaxle is'nt strong enough to hold the power of a v8.
Any help would be greatly appreciated

Stick with the stick. I can vouch for the NA 5 speed tranny holding the V8 power. Stuart F wright has an auto and he said it has been "built" and handles the V8 also. It will be super easy to upgrade to the 944 Turbo tranny later as well with the best ratios of them all anyways.

Been in the shop since 5am got a couple C5 BH plates knocked out and will have plenty more. The price will be the same discounted price from now on $305 with all hardware shipped US-48..... $315 Canada.....cheapest shipping rate for Overseas shipping is $345

Hey guys, I'm super new to the forum and please feel free to scold me if i'm doing something wrong!!
I have a '84 944 and i was wanting to convert it to an automatic cause its stick now. I have heard mixed reviews on weather to keep it stick or go with an auto transaxle. Is there any way to just put a regular gm turbo 350 in there or should I put in a automatic transaxle in it?
If I go the auto transaxle way what am I gonna need to make that work? The parts list gets kinda confusing.

Im a bit confused here. You say turbo 350 which makes me think the TH350 which is a GM automatic transmission. But then you say carbureted 350 which makes me think gen 1 GM engine. Or, are you saying you would use both? In any case, Eric (Admin) installed a TH400 and viper rear end. So it is doable. Maybe he'll chime in on this for ya.

EDIT: Actually, you should either PM Admin or start a new thread so as not to disturb this one (hi-jacking thread).

Good price, I paid almost a hundred more than that. Anyone that needs one should jump on it.

Can't pm yet since this is my first post. Long time lurker ready to start gathering all the parts needed to convert my 86 na.

Please PM me so I can add a few more parts:)

Thanks
Storch
Durham, NC

Hey Storch, If you need any help at all or want to check out my swap for ideas etc im in Fuquay, IF you want you can email me,

Mboulton at NC.rr.com

Thanks Marky.

Just ordered "the manual". And got a good deal on a RH power brake eliminator/adapter. Got a c5 bell housing scoped out as well. One part at a time and in a year or so, I should be ready to begin the process.

Have some maintenance scheduled for the 2.5 this spring (rebuilt head/timing belt, etc) so she's got another 40k of life left in her before the transplant.

As I get closer, I will certainly ask you a ton of questions and would love to take a look, especially as all the little problems pop up.

Storch

are you still m aking these at this price? How long is the turn around?

I'm waiting on the 12mm dowel pins and I have plenty to go around at the same price all hardware included. I've even updated them to allow for clearance of aftermarket SS clutch lines because the snap on Vette lines are expensive.