Early BH from Renegade Hybrids?

New to forum.Please bear with me.I purchased what I believe is a RH 1 piece BH about 10 years ago.It looks like a modified 462606 BH.It must have been welded and milled then bored to accept Porsche 944 TT.I got it off E-Bay so there was no info with it.Has anyone out there used one of these.I remember the ad for it stated it was for use with the LT-1?I am collecting pieces for a conversion.I have motor mounts,engine mounts,slave cyl,oil pan,TO bearing,clutch fork that came with it.I need info on the correct flywheel,clutch and pressure plate and pilot bearing to use with this set up.Ive noticed there is not alot of info on this type BH.Thanks for any help!

Are you using a LT1 or LS1? I think it does bolt to the LS1 but a couple bolt holes dont line up.

I'm using an early bellhousing like that on my LT1. If your using a LT1, you can use a 1pc externally balanced sbc flywheel. I'm using a centerforce pressure plate from a 90s iroc and a disk from a 70s challenger (theres probably a better matched disk for the torque tube splines from TPC). If you're using a LT1 you can use an off the shelf pilot bearing. The GM pilot bearing is AC Delco # CT1082 or GM # 12557583.

Thank you Spence! Thats good news.Yes I will be using the LT1.I purchased this partial kit years ago when times were good,went bad,went good again.This answers a lot of questions Ive had in the last 10 years.Did you have to relocate and drill the drive shaft pinch sleeve?

Yes, about a 1/4"... this is important and you need to make sure its fully supported by the pilot bearing.

Thanks the procedure sounds easy enough.Id like to ask another question about replanting the Porsche 2.5 engine back in possibly after the swap? Is there anything done to the car that would render this impossible say like cutting or bending on the body? Just a thought as I have purchased 2 replacement 2.5 engines but I do agree they suck! Maybe in the future if it gets passed on maybe a selling point.Im not much of a lead foot anymore and I have done two conversions in the past.A V8 Vega and a Chevy powered BMW 325I.The Vega did receive some "custom redoing" that would have made a chore of ever switching back.Just curious.Thanks for the info!

The only place I had to cut on my car was to fit a bigger radiator in. I also "massaged" the area where the bellhousing sits and the frame rail by the drivers side header (I used two different Sanderson headers).

Depending on what combo of parts you use, you shouldn't have to cut anything.

Oh, I forgot about the hood latch.... I cut that out and used aerocatch hood pins. Some people get away without cutting it out, but I didn't care and didn't want to fight to get the original latch to work.

Thanks sounds good.I know the first time I drive it it will be feel like when the German fighter pilots switched from pistons to the 262! What a rush that must have been! Thanks for the info again.I havent yet put a Porsche V8 manual in the budget yet.Sounds like that may be worth the money!

Theres more info on this site than that manual.

Good to hear that.I remember calling RH back a while and getting the impression they would help if sent them that CC with the unlimited balance.I heard they were bought out or something.They kept saying "we fabricate","we fabricate".So do I when Mr $ goes on vacation.So Sanderson is the only way to go?Ive eye balled some cheaper T-formed headers on ebay that appear close to Sanderson bends.I know these must clear the steering shaft like on the beammer which is what these appear to do.Whats the deal here?Is it the angle?

Sanderson cc2 and cc90. The drivers side header (cc90) is on a bit of an angle to clear the steering shaft.

Thank you Spence,heading to Ebay!

I bet these headers would work. Just make sure you get the D port headers.

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