Anyone running the C6 manual bellhousing?

Just out of curiosity, is anyone actually running the C6 manual bellhousing? I just picked one up for a decent price and noticed that it's about a half an inch longer than the C5 auto bellhousing.

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Any ideas fellas?

The C6 is different and would need a new adapter made to make it work.

Dont know the answer to your question, but I like your background reference on the profile shot

the plate would be 2 small in thickness

Don't give up. I see a mod in the making. Take your rear TT shaft/trans coupler and cut it in half, then sleeve and TIG weld it for an extra 0.75" extenstion. Then make a 0.75" puck that goes between the C5 adapter plate and C5 TO bearing......

I'll check the shop tonight. I may have a small plate the size needed. I will do the puck FOC if you get the coupler done on your end.....

Sounds like more parts/fabrication/welding for something that has no advantage in performance or cost and you would also be moving the engine forward .75 in the engine bay; that would change all the mounts, reduce hood clearance and possible cause interference with headers.

Very good point. Maybe he should wait on the bay to puke a 2-piece C5 BH.
Ideally, that C6 manual BH would need the C5 BH adapter to TT flange inset 3/4".

I am going to build an adapter for these later....

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xschop wrote:Very good point. Maybe he should wait on the bay to puke a 2-piece C5 BH.
Ideally, that C6 manual BH would need the C5 BH adapter to TT flange inset 3/4".

That's the problem. The C5 manual 2 piece housings are becoming hard to find at a decent price. I probably should have just ordered one through GMPD and paid the crazy added shipping to every part.

As for torque tube modification, wouldn't it just be easier to remove .5-.75" out of the actual torque tube housing and weld it back together, so the housing is shorter and it extends the shaft forward into the pilot bearing? From there, the only thing needed would be a proper C6 slave cylinder (which I am assuming is longer than the C5 one). But yeah, I was hoping for a complete bolt on solution and not having to modify any Porsche part to get the desired effect (especially when I have a couple torque tubes that could get swapped if any problem arises).

Rob, if you make an adapter for the 4L60E, drop me a line. I would not have a problem being a tester for such and know that the housings are everywhere for nothing (average 50 dollars shipped). Oh, and I am also reading that there are different types of 4L60E bellhousings based on the mounting pattern (LS1 vs LT1/350). I know it's the same transmission, but make sure it's for the LS1 just in case the lengths are different.

Actually the LS one is too tall and require a very thick billet block to machine with the TT inset...

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But this trans pattern would allow Bolt-up of the I4, I5, and I6 GM engines...

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It won't be for a month or two before it happens with all I've got goin on.

It's not just the adapter that would cause an issue, you're going to run into firewall clearance issues with a bellhousing that deep. I would move on...

You think the C6 TO bearing may be 3/4" taller?


Looks that way to me.... I wonder if they shortened the TT so we could stick it in the 948

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^ Good luck fitting that in the 944 tunnel! That thing must be 9" diameter!

Actually about 5"....
I wonder if GM may have shortened the C6 TT to get rid of some of the harmonics they had from the inner aluminum driveshaft.

I forgot I had this on my flash drive...

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