I guess I missed it, was there an issue with the other ones you had done? Are you finding the Cerakote to be easy to work with? I have a few projects to do that will require the coating. What ya charge to do some coating, LOL.
I guess I missed it, was there an issue with the other ones you had done? Are you finding the Cerakote to be easy to work with? I have a few projects to do that will require the coating. What ya charge to do some coating, LOL.
Nick, the half-shafts I had cut several years ago were 1/8" different in length (see post #69). I knew they weren't perfect because the camber adjustment was way different side-to-side and when I checked them after disassembly they were way off, so I decided to make a new pair. They cost me $70 each back then and this time it was $125 each. They're exactly the same length to the eyeball, but I haven't measured them yet. I took 1.5" out of each one. The welds look better this time too.
The Cerakote is actually pretty easy to spray. Cleaning of the metal with their cleaner is critical for proper adhesion on polished metal. You can use Cerakote on any material. Just put it in the gun and shoot...no mixing and cleanup is easy. The thing you have to watch out for when spraying is to get the right amount on, not too little that it orange-peels and not too much that it runs...just like any paint. Since everything is shiny it's hard to see where you've already sprayed it so you really have to have a pattern and pay attention. I've found that spraying two coats isn't a good idea, as it seems to want to orange-peel on the second coat for some reason. It's supposed to go on real thin, that's why they call it "micro-clear". A shop in Denver estimated $500 to spray all my suspension parts which isn't bad considering the material is $100 a quart. I had already bought the Cerakote and didn't want to have to polish everything and haul/ship it to Denver and back so I did it myself.
Last edited by chevynut; 03-30-2016 at 07:26 AM.
56 Nomad, Ramjet 502, Viper 6-speed T56, C4 Corvette front and rear suspension
Other vehicles:
56 Chevy 2-door BelAir sedan
56 Chevy 210 4-door sedan
57 Chevy 210 4-door sedan
1962 327/340HP Corvette
1961 Willys CJ3B Jeep
2001 Porsche Boxster S
2003 Chevy Silverado 2500 HD Duramax
2019 GMC Sierra Denali Duramax
I've been looking, but I can't seem to find any info on what improvements there are, with the C4 rear suspension geometry, when the track is narrowed by 3 inches? BTW, I wasn't the one that mentioned, each half shaft was shortened 1.5 inches.
Last edited by 55 Rescue Dog; 03-30-2016 at 04:55 PM.
I don't know that any gains other than tire fitment were expected RD. I don't know how long you have been on this train, but the ride started a long time back in a far far away place.Originally Posted by 55 Rescue Dog
My goal wasn't to make any improvements in the C4 rear suspension geometry.
56 Nomad, Ramjet 502, Viper 6-speed T56, C4 Corvette front and rear suspension
Other vehicles:
56 Chevy 2-door BelAir sedan
56 Chevy 210 4-door sedan
57 Chevy 210 4-door sedan
1962 327/340HP Corvette
1961 Willys CJ3B Jeep
2001 Porsche Boxster S
2003 Chevy Silverado 2500 HD Duramax
2019 GMC Sierra Denali Duramax
I'm getting close to wrapping up my engine assembly so I've been prepping my bellhousing for installation. I have a Lakewood bellhousing and a billet steel adapter with a T5 bearing retainer on it. The adapter and T56 are from now-defunct Keisler Engineering.
I have the bellhousing blasted, primed, and ready for paint. But before I do that I need to align it to make sure it's within the Tremec tolerance of .006" TIR.
The adapter bolts to the bellhousing with countersunk screws so it can't really move around much. The T56 is doweled to the adapter.
Do I really have to do this?
https://www.youtube.com/watch?v=-mb4ezHj1BU
56 Nomad, Ramjet 502, Viper 6-speed T56, C4 Corvette front and rear suspension
Other vehicles:
56 Chevy 2-door BelAir sedan
56 Chevy 210 4-door sedan
57 Chevy 210 4-door sedan
1962 327/340HP Corvette
1961 Willys CJ3B Jeep
2001 Porsche Boxster S
2003 Chevy Silverado 2500 HD Duramax
2019 GMC Sierra Denali Duramax
I don't know how good the Tremec pieces are, but a Lakewood housing is ALWAYS suspect! They are the worst offender, OEM or aftermarket. Camshaft dowel pins are excellent in comparison.
No you don't it's not to late. Ditch the outdated boat anchor engine and stick a ls power plant in it to begin with lol. I'm thanking LSX 454 with Holley high ram to get the look you like... If your building it to show you gonna loose points your years behind the curve. If your building it to go your gonna get your azz handed to you lol. Just sayin you are building an amazing car don't short your self after all these years and effort..
So what the hell are you guys saying?Did you see the video? Do I have to take the transmission apart to center the bellhousing like they did? That seems absurd to me, but I don't know how accurately Keisler machined the adapter. When I was first building this car McLeod was working on a modular bellhousing that they kept delaying, and Quick Time didn't exist so my only choice was a stock bellhousing or a Lakewood, both requiring adapters. T56 conversions were pretty new at the time.
I'm not going backwards now. I just need to figure out how to center this tranny. I may be able to bolt the adapter onto the bellhousing and center the whole works, or check the bellhousing first to see how close I am then do it with the adapter on. The T5 bearing retainer is really just there to provide a slide for the throwout bearing.
And no, I'm not changing engines either. An LSx 454 needs 11:1 compression and a crazy radical cam to make near the torque that a 502 makes. It also has an iron block so the weight savings go away. As for show, I don't care about points because this isn't really a "show car" in the strict sense of the words. I will show it but I still see some of the top cars around with Ramjet intakes on BBCs. Even Kindig-it still builds them. They're in a league of their own, imo, because everyone nowadays has an LS engine of some sort, so they're not that impressive under the hood unless they're supercharged, imo. Lots of guys still use SBCs that were outdated decades ago. Hell, some guys still run carburetors!
56 Nomad, Ramjet 502, Viper 6-speed T56, C4 Corvette front and rear suspension
Other vehicles:
56 Chevy 2-door BelAir sedan
56 Chevy 210 4-door sedan
57 Chevy 210 4-door sedan
1962 327/340HP Corvette
1961 Willys CJ3B Jeep
2001 Porsche Boxster S
2003 Chevy Silverado 2500 HD Duramax
2019 GMC Sierra Denali Duramax
If it was mine I'd do the whole deal. After all, the transmission is still very accessible.
But if you only check the bellhousing itself, which is far easier, that will deal with what is likely the biggest risk.
It's kind of like getting anal over the valve timing on 1 cylinder, versus knowing what they all do.
And I wouldn't trust Keisler to do anything right. They had a proven track record of not doing much right.
Posting Permissions
Reply With Quote