Conversion Components
For over 21 years, Renegade has been doing just one thing, Chevy V-8 engine conversions on Porsches. We have proven ourselves to be the leader in this field and we offer our custom parts and services to mid-engine custom car builders. The Porsche transaxles used in our conversions can be adapted to any mid-engine custom car application, when used with our unique conversion components.
Whether you choose a Chevy, Ford, or other make of engine, V-8 or V-6, Renegade offers all the parts you will need to adapt your motor into your custom car. From transaxles (including rebuilding and modifications) and clutches to starters and shifters, we have all the parts you will need. If you prefer not to do the work yourself, we can do a professional installation at our facilities.
In order to adapt the Porsche transaxle to any mid-engine car, custom conversion components are required. We are able to supply the engine adapter, specialized clutch components, upgraded starter, and shift linkage to make the Porsche transaxle the best option for your custom car.
ADAPTERS
Though we specialize in Chevy small block and Subaru conversions, we have adapters available to mount almost any engine to the Porsche transaxle.
CLUTCHES
Infinite hours of testing are invested into our products. In the quest for more power, we burned up clutches, roasted flywheels, and tested the abilities of our best pressure plates, all in the name of a "streetable" clutch package. Many unsuccessful combinations were attempted before we came up with the right solution.
We found that the Porsche clutch disc, using a Kevlar facing, works extremely well and remains very acceptable for a daily driver. The Kevlar friction material increases holding power 30-40% over standard materials.
KEVLAR CLUTCH DISCS
Kevlar is one of the newest editions to the vast array of materials used to surface a clutch disc. While we offer just about any material for any application, the Kevlar, in most cases, is the best all around choice for a combination of street and track use.
NOTE: Proper break-in is a must with this material. Misuse or abuse during break-in will cause chatter and limited holding characteristics. Up to 500 miles of very mild engagement and limited compression braking is required to "seat" this material. Once it's properly broken-in, the overall performance will be second to none!
WHAT CLUTCH WITH WHICH TRANSAXLE?
914: With the limited surface area of a 914 stock clutch and big V-8 torque, the 914 nine inch clutch upgrade using a Kevlar clutch disc, is a wonderful combination and, quite frankly, a necessity.
915: This holds true with the 915 clutch package as well, unless you are building a mild V-8. The 911 stock clutch components will work up to about 220 FPT and 250 HP.
930 / G-50: Up to 1989, the 930 turbo and G-series transaxles may benefit from the Renegade Kevlar clutch designs as well. With 240mm of surface engagement, it is not difficult for a mild V-8 to engage with stock clutch components. But, we don't have many customers that have built a stock motor and tied it to this high-end gear box... so, again, the Kevlar discs, and the Renegade high performance pressure plates are big sellers with these wonderful transaxles.
G-50 SERIES: The 90 and newer transaxles are a different breed however. Since Porsche finally changed to better clutch materials with the 90 and newer G-series clutch discs, 500 HP / 500 FPT to the stock Porsche replacement discs and pressure plates, is completely obtainable. No Kevlar option is needed with these clutch packs. You will, however, need to order the HP Porsche, 90 and newer, G-50 disc... and not just a stock disc. We stock these parts! (NOTE: If you have us do the modification of the bellhousing and starter pocket to use the earlier clutch components and gear reduction starter, refer to the info in the paragraph preceding this one.)
STARTERS
For Porsche trannys and clutch components, you would expect to use Porsche starters. However, Porsche starters are built to turn mid to low compression motors, and will not survive with anything much stronger than a very mild small block Chevy. Plus, the weight of a Porsche direct drive starter is very high. The higher compression of the V-8 motors put increased strain on a factory Porsche starter. They will generally fail prematurely, if they even work at all. We remedy this problem with a special gear-reduction, high torque starter. Our starter provides approximately 40% more torque and weighs 8.5lbs, just a tad over half of that of the Porsche unit.
Renegade Hybrids offers two high torque, lightweight, gear reduction, and starters for less than what the dealership wants for the Porsche unit.
High torque, light weight, gear reduction starter: MDL #101 $239
For 10 to 1 compression motors or higher: MDL #101N $299
SHIFTERS
We offer a high quality, affordable, versatile, and easy to install cable actuated shift assembly for the Porsche transaxles. It features a very modern mono-ball shift lever control box that mounts inside the car, two shift cables which connect to brackets on the tranny, and the linkage mechanism to connect them together. One benefit of cable is it can be supplied in any length for a perfect fit your application. Another benefit is that engine and tranny movement, or even chassis flex, will not affect the shifting. This is not the case with solid linkage systems. ( picture )
Cable shift kit cut to desired length: (approximately) $750 to $900
We have spent tons of money and a year of our time developing, what will be, the next generation of kit car shifters!
You might be familiar with the "ZF" transaxle. Well, there are very few benefits to this tranny. Not only is the "ZF" not a particularly strong choice (contrary to popular belief), but the cost is very high as well. The "ZF's" do have a nice feature that has drawn many transaxle users (especially the GT-40 builders) to use this box...SIDE SHIFTING!!! This helps with limited space applications.
Guess what...we now have G-50 series side shifters! What this means is, the "Hockey Stick" that sticks out of the rear of the transaxle, is removed, and the cable shifter linkage that also lives at the rear of the tranny, is gone as well.
Our new billet side shifter assembly sits nicely mid way between the output flanges and the rear of the transaxle on the side of the box. A very clean dual shifter cable connection is made at this point. From there, custom length cables, built to your specifications, will snake through the car and into the driver's compartment. Your stylistic, lightweight, mono-ball shifter, can be installed between the seats with ease, and the dual cables are connected to complete your shifting ability.
When you purchase your G-50 type transaxle from Renegade, the custom machining and side shifter installation can be done for only $400 extra. The remaining cable shift kit is approximately $800 depending on length of cable.
Side shifter cable shift kit with billet G-50 assembly and machining: $1,600
Porsche reliability, strength, and performance in a short assembly! You asked for it, and we delivered. Please call us for more details.
CV JOINT ANGLES
Question: Does a slight forward or rearward position of the transaxle, in relation to the outer CV and stub axle, cause a weakness or unnecessary wear on the CV's?
Answer: No! As a matter of fact, it actually helps! If you were to mount a CV axle perfectly straight and the amount of suspension travel was limited to just about nothing, you could build up an excessive amount of heat and wear, because the joint would not continuously lubricate itself in the CV grease. Since the internal bearings in a CV joint are round, the joint is designed to distribute the torque energy throughout the joint. If the joint were riding in one position, the energy and heat would be concentrated on just one area. If you put some angle in the joint by moving the tranny forward or rearward an inch or two, then it spreads the heat and wear out. The more you increase the angle, theoretically, the cooler the joint will operate. (This is not entirely correct after you operate the CV past a certain degree of angle, and you factor in pounds per square inch...but you get the idea.)
In the off road industry, the 930 and G-50 CV joints are used more frequently then any other single CV joint. This is largely due to the ability to handle extreme angles and huge HP. Stock joints are good up to 500HP (depending on the angle) and can be used up to 26 degrees. Naturally, after about 15 degrees, the HP capability of the stock CV will begin to drop. With some upgrades like Chromoly cages, polishing, and even cryogenic freezing, 34 degrees and 700 HP capabilities are not out of the question.
Typically the 930 or G-50 CV joints are seeing less than 10 degrees of total travel in kit cars such as the Factory Five GTM, Ultima, GT-40, and Lambo designs. This is enough to keep the joint cool and maintain the big HP capability of the joints without excessive wear.
Ordering Terms