X-Mozilla-Keys:                                                                                 
Martin Orro wrote:

Greetings,

 Old string.  I was looking at the picture posted of the Toronado drive
train mounted in the back seat of the Firebird.  It appears that the
flywheel is forward.  If this is correct how was the third member
arranged to allow correct rotation of the drive wheels.

   I've been considering a "Studillac" street rod with an Eldorado
drivetrain in the back seat of a '53-'55 Studebaker coupe or hardtop.
The normal drivetrain configuration would result in too much rear weight
bias for my taste. Is it possible to flip the ring gear or rotate the
third member casting 180 degrees?  Is this what happened in the
Firebird?

                Thanx,          Martin

Wow! My Mid Engine Firebird was built in 1971. I am surprised
you remembered it.

That is exactly how it was done. As I recall we used an offset Franklin
NASCAR center section and Arrow spiral bevel gears. One side of the
Franklin was covered by a one inch thick aluminum plate instead
of the stock Franklin side cover to clear the front of the engine. 

The back of the Toronado TX had a special cover, shaft with flange 
and bearings (much like George Grahams
RX7 gear box) with a shortened BMW constant velocity u-jointed
drive shaft from the gear box to the third member (rear axle).
The engine was mounted with stock motor mounts  on a T shaped rubber 
mounted subframe. Engine vibration was totally isolated. We had to use
thin bucket seats even after extending the wheel base one inch
so measure carefully. The modifications cost $19,000 in 1971
not including the car and engine.

Are you building both a rotary powered airplane and a car Martin?

Paul Lamar
 
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