Thanks, it was the most accurate way I could think of that didn't involve somebody else with a CNC machine. Thanks for joining, I'll finally be posting some new videos soon!
subarugears, Todd Triebler, Zwickau Racing Works, I can always tell when people are all about the craftsmanship vs ego. They have no problem giving and taking advice and constructive criticism. Anyone can have an ego. Few can actually do the work.
Hi Jeremy, an interesting start on your adaptation. We have done about 20 different engines to the Subaru trans. Have you thought about which flywheel and starter you will use ? The Subaru starter has no problems turning a 6 litre LS engine. What thickness adaptor will you use so that your input shaft is supported correctly and the splines line up with whatever clutch you use? What thicknesses ensure your clutch fork release bearing sits at the correct depth for the clutch fingers? I wouldn't recommend having the transmission off level. Your adaptor will likely be this enough that your dowels and bolt holes can all be machined so as not to interfere. If you want help designing a setup that works first time, look us up.
I don't have measurements yet for the distance I will need to space the flywheel back, that will be in part 3. I will be using a stock or stock replacement 15-17 WRX clutch and flywheel(upgraded clutch of course) which will have the input bearing integrally mounted. The spacer will be steel and in the neighborhood of 1/2" thick. Both the Subaru and V12 are neutral balance and 8 bolt flywheels, so I just have to make sure they are aligned and then redrill the Subaru flywheel for the Mercedes pattern between the original bolt holes. That will take care of all clutch and input shaft alignment issues, or at least that's the plan lol! I will definitely be getting ahold of you guys later down the road to get your 108mm adapter hub flanges, Ill' be running VW/Audi/Porsche CV axles.
@@zwickauracingworks That's great. I hope you have given some thought to how your Mercedes Starter in it's location and it's size and number of teeth is going to mesh with the Subaru flywheel.
@@zwickauracingworks also, you MUST put a limited slip differential centre into that ty751 6 speed or the torque in 2WD will destroy the differential centre casting. The gears will be fine, but that diff centre needs upgrading.
The first point about the starter: the plan is to use the factory Mercedes flexplate which also has the tone ring for the CPS. Behind that, there will be a spacer to adapt the end of the crankshaft into a copy of a Subaru, then the Subaru flywheel. If it interferes, I'll cut the ring gear off the Subaru since it's no longer needed. Since the original V12s were only available with automatics, I think the dual flywheels will still be somewhat lighter than the factory torque converter setup. The second point about the diff: I had no idea that was a weak point lol! I saw that the stock differential was limited slip and didn't look any further. I will have to add that to my parts list from Subarugears now! The car will only weigh ~1800lbs which I'm hoping will help the transmission last, otherwise I'll have to step up to the STI 6 speed and figure out mechanical shift linkage.
