OK, fantasy build here... NASCAR road course chassis AWD conversion

That's right. I have a line on a couple of Nationwide series cars that can be converted to road race geometry very quickly with parts sitting at the shop. Car has no engine, no transmission, but everything else is there. Even the AC system! I was thinking LSx engine mated to maybe a T5/Tremec 5-speed or T56. What I can't figure out is the transfer case. Hubs aren't a problem as they make them in house. The transfer case is the problem I can't figure out. Also the front diff, should it be a LSD to avoid pushing too hard in the corners or should it just be open? How about an air-locker that references a switch on the throttle and brake pedals to open and lock the diff? I want the car to act like a RWD road race car in the corners and then pull out of the corners like a friggin rocket. Sure it's not necessary, but that's not the point. It's an excercise in engineering.

Now put your thinking caps on and let's get to it!!!

BASICS! Open diff. Let them fight it. Makes things interesting.

I want to get an IFS, convert the rear to IRS, smooth out the underside, profit.

What about the transfer case?

Oh, doesn't have to meet any class rules. I'd probably only use it on open track days and HPDE events. Maybe, if I even build it...

No clue when it comes to the TC. Out of my area of expertise.

Something like a 5.0 Explorer or Mountaineer AWD (50/50 split) or an Oldsmobile Bravada transfer case may work, but I'm guessing there would have to be an adaptor made to mate it to the trans... I ain't goin' automatic on this. LOL

What transmission does an explorer use on the 5.0?

Depending on the brand of transmission and whether or not there was an all wheel drive option with it would be the place to start.

AC in a Nationwide car ? They have open windows.

iceracer wrote: AC in a Nationwide car ? They have open windows.

They could be blowing it through a vented seat as a Cool Shirt alternative.

The AC system apparently hooks into the helmet and suit to keep the driver cool. I thought it was friggin awesome because it gets hot as hell here in Texas and that would really make race days nice and enjoyable even moreso.

N Sperlo wrote: What transmission does an explorer use on the 5.0?

Automatic. No manual AWD ones available if memory serves...

It has been a long time, but you can mount the transfer case from a Cyclone/Typhoon onto a T56 somehow. Then you can use that from diff front in it.

Conquest351 wrote:

N Sperlo wrote: What transmission does an explorer use on the 5.0?

Automatic. No manual AWD ones available if memory serves...

Maybe it was the smaller engines...

What about using a divorced transfercase then any Trans in front of it.

stan_d wrote: What about using a divorced transfercase then any Trans in front of it.

I didn't know anything about these. Now I do. And now I love you. Thanks! I think you have solved the problem. Now we need to figure out which one would be suitable for full time AWD duty.

Look for an np203 They were used in 80s Chevy k5 and trucks, so it will bolt up to any Chevy thing, which with the help of advanced adapters you can bolt up to anything, it's made for awd, most transfer cases are not

Bolt up isn't necessary. We could do divorced, which opens up another range of transmission options... Who knows something about AWD transfer cases?

10 years ago when I was wheeling lots I had a good handle on transfer cases. I can't think of any awd divorced units

I can tell you based on my experience with a 91 Explorer Sport (2 door, V6) that you do not want an airlocker in the front if you want to go around corners. Vehicle came with an LSD in the rear and I thought I would be smart and put an ARB airlocker in the front.

Worked fine as long as I was going straight ahead but if I needed to turn, Forget IT!! After the first big snowstorm we had I got rid of the airlocker.

Yep in the offroad world the front locker is the thing you turn on in mud pits when your rear locker is engaged and you still can't get out. The vehicle will turn like a house in a mudslide with the front locker engaged.

Well I was thinking using the air locker only when under full throttle on straight aways, it's default is off which would be under partial throttle and everything in corners or under braking. Kinda hook it up to a WOT switch.

Well then, what would be the point of AWD? I find AWD fun on a track when you exit a corner to go WOT a lot sooner than with 2WD. If you have to wait to go straight to go WOT, you sort of defeat the purpose of AWD on a track car.

Question: is there enough room under the car for a transfer case and driveshaft going forward? Your seat may have to change position to fit all that under the car. Also, do you need to provide for more protection from the front running driveshaft from snapping and shearing off your legs? I know offroad trucks handle this, but they ride so high that space is not an issue. You are going to want this car low...

Does anybody make a transfer case that strong? Will it fit without major structural surgery? Not sure how a NASCAR is built but the trans tunnel is usually the backbone of a tube frame car.

Iusedtobefast wrote: Question: is there enough room under the car for a transfer case and driveshaft going forward? Your seat may have to change position to fit all that under the car. Also, do you need to provide for more protection from the front running driveshaft from snapping and shearing off your legs? I know offroad trucks handle this, but they ride so high that space is not an issue. You are going to want this car low...

Also, is there room for a front diff in there?

Does it have to be a V8?

If not, the drivetrain from something like this below could work nicely.

Or for a cheaper alternative, turbocharge the crap out of 328ix.