Here are a couple of pictures that show the front and rear sides of the .050 aluminum bulkhead panels installed. The curved portions that fill the small openings at the upper corners of the roof will be formed from .750" x .750" angle that will be shaped via a shrinker/stretcher tool from Woodward Fab. The openings between the inner panel and the outer qtr will be filled utilizing flat sheet cut to fit. In the front view (passenger compartment) you will see clecos that are used to temporarily hold the panels in place. A rear window is being made in 1/8" thick tempered glass. A reinforcement plate will be fabricated around the window area to add rigidity to the area around the glass.
Here are some pictures that show the front suspension and brakes being installed. These include required spacers, shims and coil over brackets. Stock C5 brakes are being used on this build, cleaned up and repainted high temp yellow caliper paint. If some of these pictures were posted earlier they are being posted again for clarity.
I have included a few pictures of the rear suspension, Shown are the required spacers, shims and brackets for the mounting of the rear control arms and shocks. Note that the upper control arm bracket that is part of the frame weldment must be clearanced on the corner closest to the shock for the coil over shock assembly of each side. Rear springs are 500 pound rating.
Here is a picture showing the rear frame assembly with the engine cradle removed. The body/frame assembly must be supported under the rear bulkhead. Rear frame assembly must be supported at the rear once engine and transaxle are installed even if one is using a lift or it will tip over backward.
This also shows the rear bulkhead being installed. Rear window and engine access panel will follow later.
Front aluminum inner panels are attached to the body and front frame section using 1/8 inch rivets and sealer. The steering rack has yet to be positioned and will require some trimming of the aluminum side panels. The steering rack will require thew fabrication of another cross brace for mounting the rack. A stock C5 power rack is being utilized. Stainless steel 1.50 inch diameter coolant pipes will be positioned within the center of the tunnel and will require trimming for clearance. The inner fenders and radiator panels will be fabricated after the front hood assembly is set in place. An aluminum 3 inch core radiator is being positioned in the nose along with twin electric fans and shrouding.
A fuel cell will reside low in the front frame section between the rack and the firewall.
The brakes that are being utilized are stock C5 Corvette assemblies with new components. These should work extremely well on a car that weighs much less than what they were originally designed for. Caliper color is yellow.
The bulkhead us made from three pieces of .050 in thick aluminum. The initial pattern was made using hardboard fro making the original patterns. Clecos were used to hold everything in position during fabrication.
This shows the position of the wheel and tire within the original wheel well of the Eclipse. We are using stock C5 wheels for the initial build process. Note the position of the rear tire in relationship to the original Eclipse body lines,
Installation of the Kennedy Engineering clutch assembly is straight foward and comes at a price-expensive. High quality components, includes all hardware and a clutch alignment tool.
We are using the LS480 backed with a G96 transaxle that was sourced from Fran Hall at RCR. Our engine came with an automatic flexplate and the pictures walk you through from the removal of the flex plate to the installation of the transaxle. Be sure to follow the recommended torque settings on all fasteners.
The new G96 adapter plate from RCR is a great looking piece. It hasd the rear mounting pads (ears) to attach to the frame made into the unit. It utilizes the stock GM or high torque starters.
The first set up for the engine and transaxle went well up until a point. The drop out cradle will require a lift to ease in servicing the unit out of the vehicle, similar to a Porcshe Boxster.
As with any new build there have been some issues. The oil pan that comes on the LS3 from GM hits the crossmember on the cradle hard as seen in the picture below. Even switching over to the GM Performance 'Muscle Car' oil pan does not eliminate the issue (GM PN 19212593) and will still require the front crossmember to be redesigned out around the front of the sump. The rear crossmember interferes with the clutch adapter (bellhousing) also and that crossmember will need to be offset to the rear for clearance. Dropping the crossmember reduces the ground clearance to an unacceptable level (too low for us to recommend). We are removing the crossmembers and are fabrication new ones that give us our necessary clearances.