944Hybrids: 924/944/968 and 928 V8 Conversions
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HOW TO DO AN ADVANCED SEARCH.

Mon Jul 08, 2013 3:56 pm by Admin


For the benefit of 944Hybrids users there are two search functions available for you to use.
The purpose of this sticky is to explain the "Advanced Search" function because it is much more powerful and is the best choice when researching information.

When you log on to the site a list of options is shown in a line at the top of the page. One option is labelled "Search", use this option (NOT the search box lower down on the right).

After you click on the upper search option, a drop down box appears. At the bottom of this box is a radio button marked "Advanced …

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Wore out my drive shaft

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Wore out my drive shaft - Page 3 Empty Re: Wore out my drive shaft

Post  UK952 on Fri Mar 18, 2011 2:46 pm

XS where that says rear, does it really mean front relative to the car?

Is it the Dodge clutch you referred to earlier in the thread?

Thanks,

Tony
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Post  xschop on Fri Mar 18, 2011 3:27 pm

The "rear" caption is the Flywheel side of a 944Turbo disc. The splines are inset.
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Post  UK952 on Fri Mar 18, 2011 4:50 pm

thanks, looked again at the earlier pics that's a 944 cluch plate isn't it?
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Wore out my drive shaft - Page 3 Empty TT Insertion

Post  fliermike45 on Fri Mar 18, 2011 5:40 pm

Hi 948,
When I took the pic I inserted the tip of the shaft into the bearing so that the tip was fully supported. Look at xschops diagram that shows the depth of insertion.
As you know and if you look at the third pic with the tape, there is a space between the tip and the spline portion of the shaft. That space should be outside the bearing. Also see pic below.


Here are two pics of a spare bearing on my alignment tool, the tip is fully supported within the bearing.

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Post  DVC on Fri Mar 18, 2011 6:05 pm

Much thanks to Tom E for recommending the Spec setup. It is beautiful! The hub is made to fit the Porsche spline. Good riddance to that junk Dodge fitment.

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Post  948 on Fri Mar 18, 2011 6:13 pm

DVC wrote:Much thanks to Tom E for recommending the Spec setup. It is beautiful! The hub is made to fit the Porsche spline. Good riddance to that junk Dodge fitment.

Love that offset, that should solve the partial engagement issue. How much $, if you don't mind?
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Wore out my drive shaft - Page 3 Empty Spec clutch

Post  fliermike45 on Fri Mar 18, 2011 6:51 pm

Let's see the front face of the spec clutch, how much offset to the rear are the splines?

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Post  xschop on Fri Mar 18, 2011 7:04 pm

The first 5mm are worthless. I just posted a sure-fire method to ensure proper spline engagement throughout the wear of the clutch.....

""""Your TT shaft can stay put (no rear coupler notching) if you put in a 15x35x14 pilot bearing and ensure that the clutch disc splines are a few mm's over the TT splines when bolted up. You can do this off the car by measuring the flywheel face to crank face height. Then measure the Clutch disc face (flywheel side) to rear spline distance. Add these two dims, they should be 2-3mm larger than the crank/flywheel face to the begging of the spline dimension.

The 2-3mm overage is critical because as your clutch disc wears the splines will move forwards towards engine and off the tt splines."""""
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Post  Arthropraxis on Fri Mar 18, 2011 7:53 pm

I have the stage 1 Spec flywheel, clutch and pressure plate. The cost was $550. I don't remember if the hub looked that tall or not, hopefully it does. The Spec rep said they are 1.20+ inches. This thread has made me paranoid.
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Post  robstah on Fri Mar 18, 2011 8:05 pm

Arthropraxis wrote:I have the stage 1 Spec flywheel, clutch and pressure plate. The cost was $550. I don't remember if the hub looked that tall or not, hopefully it does. The Spec rep said they are 1.20+ inches. This thread has made me paranoid.

Well, if you have him saying 1.20 inches somewhere and the disk is not that, get them to swap it out.

We still have yet to verify if this problem is being created by the Mopar hubs or not.

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Post  87-944S on Fri Mar 18, 2011 8:12 pm

Arthropraxis wrote:I have the stage 1 Spec flywheel, clutch and pressure plate. The cost was $550. I don't remember if the hub looked that tall or not, hopefully it does. The Spec rep said they are 1.20+ inches. This thread has made me paranoid.

I'm paranoid as well, will definitely have to disassemble some to get a warm and fuzzy before it hits the road.
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Post  Arthropraxis on Fri Mar 18, 2011 8:13 pm

That engine isn't coming out again until I blow it. It is too close to firing up for the first time.
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Post  robstah on Fri Mar 18, 2011 8:17 pm

I am glad I have a couple extra torque tubes. Razz

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Post  87-944S on Fri Mar 18, 2011 8:32 pm

I have two spares too! Very Happy
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Post  DVC on Fri Mar 18, 2011 9:11 pm

948 wrote:
DVC wrote:Much thanks to Tom E for recommending the Spec setup. It is beautiful! The hub is made to fit the Porsche spline. Good riddance to that junk Dodge fitment.

Love that offset, that should solve the partial engagement issue. How much $, if you don't mind?

Thanks 948. The Spec stage 2 is $399 and features a 1.25" hub. Even more important to me is that the spline is made for the Porsche shaft. The owner drives a 944 with a stroked LS2. That's another reason I went with Spec. Here is his product page that features 944 conversion components:

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Post  cfgioja on Sat Mar 19, 2011 6:12 pm

Since the topic is about the clutches and the splines I will put what I found today on the thread for common knowledge.

I measured the spline length of the spec stage 2 kevlar clutch and it is close to 1 1/4" . I did notice when I put the clutch on the actual TT shaft that the splines where only half filled from the inner diameter to the outer diameter, close to a full mm off of the whole diameter. The Clutch install tool I received with the spec setup is designated a Ford spline pattern.

The blue tape marks where the tool ends once installed on the engine.
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Notice the splines are full triangles at the outer diameter.
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On both of my TT shafts I have the splines are cut down flat about half way across the inner and outer diameter of the ford splines.
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Post  xschop on Sat Mar 19, 2011 8:32 pm

Unless someone can show me a "porsche" spline pattern drawing from a tech manual or machinist's book I'm calling BS..... I always believed the splines on the 944 TT's were 1.03125" x 23 and then cleaned up (lathed) to slip thru the 25mm TT bearing sleeves.....
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Post  DVC on Tue Mar 22, 2011 8:56 pm

So the Spec aluminum FW and PP is a whopping 16lbs lighter than my stock LS2 assembly. I can't wait.
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Post  acorad on Tue Mar 22, 2011 10:11 pm

DVC wrote:So the Spec aluminum FW and PP is a whopping 16lbs lighter than my stock LS2 assembly. I can't wait.
I
l'll be interested in your DD driving impressions. Mine has a Spec [edit: this is a mistake, it's actually a LW Fidanza McLeod] alum FW, and sometimes I kinda find it a pain to drive around town in, which is what I do 99.95% of the time. I didn't drive the car before the conversion so I can't compare it against the OEM FW, and I have kinda gotten used to it by now. But I'll be interested to hear what your impressions are anyway.


Last edited by acorad on Fri Mar 23, 2012 12:17 pm; edited 4 times in total
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Post  948 on Tue Mar 22, 2011 11:02 pm

xschop wrote:Unless someone can show me a "porsche" spline pattern drawing from a tech manual or machinist's book I'm calling BS..... I always believed the splines on the 944 TT's were 1.03125" x 23 and then cleaned up (lathed) to slip thru the 25mm TT bearing sleeves.....
Why 1.03125", its a shaft purchased and machined in Germany, metric?

There are many different spline specs... DIN 5482, ANSI B92.1, JIS, British and SAE to name a few. If you can determine the PD, tooth type and pressure angle of the involute you could dig through these specs and probably find the answer.
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Wore out my drive shaft - Page 3 Empty SPEC committment to quality

Post  968ls1 on Tue Mar 22, 2011 11:40 pm

The first spec clutch I used several years ago did not have the long spline and I had the same issued DVC did (Travis sorry I did not mention that when we spoke a few weeks ago about your issue). When I showed the problem to David Norton the owner of SPEC he spent the $$ to tool up and made the new longer spline disc and provided me a free replacement without hesitation. David is good friend and gear-head like most of us on the board he is committed to quality and customer satisfaction this is just one of many examples of why his company has grown rapidly in the market place. To my knowledge SPEC discs are the only ones available that actually use a correct Porsche spline for these conversions.

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Post  DVC on Wed Mar 23, 2011 8:35 am

Thank you for the help on this Tom! You gave me some things to look at that I never would have thought of. I am really impressed with the quality of the Spec parts, and the fact that David drives a conversion makes it a no-brainer, IMHO.
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Post  acorad on Wed Mar 23, 2011 8:52 am

acorad wrote:l'll be interested in your DD driving impressions. Mine has a Spec [edit: Fidanza] alum FW, and sometimes I kinda find it a pain to drive around town in, which is what I do 99.95% of the time.
Oops, sorry, ftr my FW is actually a LW McLeod, not a Spec.


Last edited by acorad on Fri Mar 23, 2012 12:18 pm; edited 1 time in total
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Post  DVC on Sat Apr 02, 2011 9:21 am

Thought I'd post some pics of my Constantine rebuilt TT. I am incredibly impressed with his work and the service he provides. It's almost too beautiful to put under the car. I say almost, because I'm ready to get behind the wheel of this beast again LOL!

I've got the drive shaft positioned in the pilot where I want and have a full 1.25" engagement on my Spec clutch hub. That should do the trick. Anyways, I would highly recommend Constantine and Black Sea R&D. He's an asset to our community.



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Post  DVC on Thu Apr 14, 2011 6:44 pm

acorad wrote:
l'll be interested in your DD driving impressions.

Surprisingly I've lost no driveablity with the Spec Stage 2 and aluminum PP and aluminum FW. It's noticeably more free reving and accelerates like a complete animal. Pedal effort is higher than stock. Overall, a very nice upgrade.
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