Thanks for all the positive feedback guys! It was really a fun project, I just had to take my time and try to plan out the details before I got ahead of myself.
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What's under the hood? Any vibrations on the highway?
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The engine is the stock long block with a Paxton Novi 1000 supercharger. So far I'm only running ~7 psi of boost, but I'm still working on getting it 100% dialed in. For fuel I'm running 42 lb injectors with a 2 pump trick. I use a Tweecer RT (now with BinaryEditor software) with and LC-1 wideband for tuning. Also I have a Mark VII fan with Ed's wiring kit as well as some MSD ignition goodies. During the swap I also installed MAC 1 5/8" primary long tube headers.
No vibrations to speak of. They balanced they shaft after it was welded so it should be ok. With the 0.64 OD highway RPM's are reasonable as well. At 80 mph I'm tachin' around 2500.
Oh yeah, it's sweeeeet! I've loved manuals ever since I could drive. It already seems like the 5-speed has been there all along.
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If you don't mind sharing, what was the total cost for this conversion?
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I honestly haven't done the final tally myself. When I compile my parts list I will include prices.
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Will that slave work with a factory master?
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It might, but I really can't say. It's really a question of volumes. The slave itself is made by CNC (PN 305) and is a 7/8" bore by 1.25" stroke. To be safe it makes sense to have a master that moves an equal volume (which my Wilwood does). However, there are variables such as: how much travel does it actually take to fully disengage the clutch from the flywheel, and how much travel can be provided by the clutch pedal over its full range.
With my master I definitely have some leeway. Originally I had the clutch pedal adjusted to use its full travel. After some driving I felt the release point was too far off the floor for my liking. So, I threaded the rod end farther onto the master to shorten the overall pedal travel.
So, I think you'd need to understand the fluid volume of the OEM master to answer that question.