I was looking at a Toyota MR2 I believe. Rearwheel drive with a side mounted v6 turbo, I'm sure an adapter could be fabbed for a straight 6 or a flathead v8.
If you are looking at mounting the engine fore and aft you could always use a late Corvair tranny. I've seen those turned around in Corvairs with some pretty healthy V8s hooked to them. Or if you are looking for something that will hold a lot of torque, a lot of buses were rear engined.
I don't know how "outside the box" we are, given the fair number of rear (mid) engine diggers that were tried early in the '50s. I do know that we had to build "outside the garage"; my tiny, one stall, 1918, downhill garage. Once she was a roller it was built on the trailer for the most part.
You guys can do that in sunny California but for the rest of us it would be rustville in about 2 weeks. Jim Bersette who lived next door to my wife's folks ran several fuel dragsters out of a one car garage in Eagle Rock. Although he had built an extension on the back so it was a very long one car garage. I worked on my cars lots of time just in the driveway in Cal. But here it is cold in the winter and rains often. It is hot in the summer although Cal can be pretty warm. You don't need great digs to be creative just a great imagination. Roy
They are everywhere but the women keep them locked up in their pants Dusty P.S. is any one running a sprung rearend?
Don't know of any in the states, but that doesn't mean there aren't any, though I believe many of the gents down in Oz are running sprung rears.
Actually most of the early rails ran sprung rearends. Bean Bandits, Romeo Palimides and my flathead dragster. Even if we put springs on the rearend we are still sitting in the middle with center steer. The only way to get NHRA to accept these is to widen the frame and put the driver over to the side. Then we have a roadster which our roll bars might pass. Roy
There is a V8 adapter kit for FIERO's, which is really just a locked out Citation fron end. But back to the sidewinder,, I figure, transverse 4 cyl, Hoffco CVT unit to jachshaft, cog belt to 1.5" hollow tub axle, Thse clutch's are infinetly adjustable to from engage ment RPM- aggressivness- rate of lock up and anout of ratio change. Must be my 8 years running a Jr. Dragster with my kid talking. Specifications Features Applications Diameter: 8" Tunability Snowmobiles Calibration: Uncalibrated High Heat and Wear Resistance Housing: Cast Aluminum Roller & Button Life Increased Bore: 30mm, 33mm 1:10 Tapered; 1-3/8" belt HP: up to 200 Engagement: 2500 to 5000 RPM
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