Renault UN1 Technical Drawings?

[Nicholas R]

I've been searching like crazy and cannot seem to find anything on this. I'm trying to find the exact bolt pattern of the faces between the bellhousing and the transmission. I can certainly measure it out but if the documentation is out there, I'd certainly rather get my data from it.

This is what I'm talking about:
http://1.bp.blogspot.com/-m5thpwMqFdI/TowJwzAfTbI/AAAAAAAAADc/UzWqsRMJ0aY/s1600/DSC_0206+%255B1600x1200%255D.JPG

This face between the bellhousing and transmission.

[DMCVegas]

I've been searching like crazy and cannot seem to find anything on this. I'm trying to find the exact bolt pattern of the faces between the bellhousing and the transmission.

I've never really seen anything dealing with the bolt pattern per se on the UN Series of Transaxles. Namely because they're all the same and thus interchangeable, so no one has every really had a need to publish the measurements before because they weren't really needed. Now I don't if the measurements you're looking for are in here, I honestly doubt it, but a factory rebuild guide for the UN Transaxle probably would come in handy anyways...

6314

[Nicholas R]

Anyone who ever created a bellhousing for the UN1 would have needed those drawings; I mean every production design has drawings, it's just to what degree they were published and in the public domain. I hope to find them, I just have no idea where.

Thanks for the manual!

[DMCVegas]

Anyone who ever created a bellhousing for the UN1 would have needed those drawings; I mean every production design has drawings, it's just to what degree they were published and in the public domain. I hope to find them, I just have no idea where.

Thanks for the manual!

Contact Don Steger in Garden Grove. If anyone would have the measurements it would definitely be him. Hell, depending upon the application you're looking for he might even have a bellhousing ready to go...

[Bitsyncmaster]

Your going to need a set of larger calipers. You would want to verify someones published dimensions anyway.

[Nicholas R]

Your going to need a set of larger calipers. You would want to verify someones published dimensions anyway.

Agreed. This is certainly an area where tolerance is everything, especially if an adapter plate might be made.

[DMCMW Dave]

Anyone who ever created a bellhousing for the UN1 would have needed those drawings; I mean every production design has drawings, it's just to what degree they were published and in the public domain. I hope to find them, I just have no idea where.

Thanks for the manual!

I'd think that would be something internal to the manufacturer (Renault) as nobody else but a gasket manufacturer would care. Gasket tolerances aren't close to the tolerances of the metal parts. Unless you can find some internal engineering drawings from 35 years ago (in France, no less), I suspect you'll be making some measurements yourself, your own drawings, then some test parts, then breaking some input shafts, etc. until you get it right.

There was one aftermarket bellhousing made years ago (the one referenced to Steger) to adapt Buick/Chevy engines but it was not an impressive effort IMO. I've seen them crack, and the setback spacing for the pilot bearing was wrong. Steger might know who made it.

Daryll Tinnerstat made an adapter for his Chevy V6 but if I recall correctly used the DMC bellhousing and added another plate between that and the engine.

[Nicholas R]

I'd think that would be something internal to the manufacturer (Renault) as nobody else but a gasket manufacturer would care. Gasket tolerances aren't close to the tolerances of the metal parts. Unless you can find some internal engineering drawings from 35 years ago (in France, no less), I suspect you'll be making some measurements yourself, your own drawings, then some test parts, then breaking some input shafts, etc. until you get it right.

There was one aftermarket bellhousing made years ago (the one referenced to Steger) to adapt Buick/Chevy engines but it was not an impressive effort IMO. I've seen them crack, and the setback spacing for the pilot bearing was wrong. Steger might know who made it.

Daryll Tinnerstat made an adapter for his Chevy V6 but if I recall correctly used the DMC bellhousing and added another plate between that and the engine.

Thanks for the help. I had considered that pretty much everything I'm looking for is internal to Renault; not something thats readily available. I emailed Don, we'll see if it digs up anything. Was Daryll's the DeLorean with the Chevy engine that had the big blower on it?

I'm intrigued by the idea of a bellhousing to adapt to a Buick/Chevy. My adaptation would be to a GM 3899621 bellhousing.

[DMCVegas]

Thanks for the help. I had considered that pretty much everything I'm looking for is internal to Renault; not something thats readily available. I emailed Don, we'll see if it digs up anything. Was Daryll's the DeLorean with the Chevy engine that had the big blower on it?

I'm intrigued by the idea of a bellhousing to adapt to a Buick/Chevy. My adaptation would be to a GM 3899621 bellhousing.

Yes, that is the same car. It was sold and last time I saw it was in Montgomery, TX. There was also another guy named Duke who did this swap as well and documented it. While his GeoCities site was mostly archived, the one portion they left out was the documentation of the engine swap itself. Who knows, maybe you can still get in contact with him though?

http://www.geocities.ws/MotorCity/Highway/7448/master.html

I can't remember what he used for motor mounts, but he did it all himself and made the swap look reasonably easy for someone to do themselves. The only other thing that I remember was a bit of a challenge was that the inlets and outlets for the water pump were reversed compared to the PRV, so there was a bit of clever plumbing there.

Doing a quick search on this I came up with this quote from an old DML archive. So you might want to dig a bit deeper over there and see if you can get some more information related to what you need, or perhaps a new direction to go in...

Marc,

That's my car and you are correct, it was an automatic. I did the 4.3 Vortec engine swap back in 2000 and in 2003 the stock auto tranny gave out on me. I've owned the car since '85 and always had issues with the stock auto trans so I looked for an alternative to the DMC auto tranny. I found out that a lot of the Porsche guys run Chevy V6 and V8 engines. I started hanging out on a Porsche forum (www.pelicanparts.com ) and found out that the guys who have done the swaps use either Renegade Hybrids (www.renegadehybrids.com ) or Kennedy Engineering (www.kennedyeng.com) I used Kennedy engineering but either one you would use, I don't think you could go wrong. Renegade hybrids even have a forum dedicated to Porsche engine swaps. I decided for my swap I would use a '72 915 tranny out of a Porche 911. I wasn't even sure how or if it would even fit/work so I posted on the Pelican Parts forum in the 'for sale' forum and posted a 'Want to buy' thread. There was a guy who had a 915 tranny just takin up space and said if I wanted it I could get it for $300 shipped which was PERFECT! Usually they go for about $900 to $1500. Once I got it, I was AMAZED that it bolted right up to the DMC's transaxles. After that, I ordered a kit from kennedy and got started with the swap.

I custom built a transmission mount. On the 915 tranny, it has a cross member running underneath the tranny and I custom fabbed up a set of DeLorean tranny mounts to the Porsche crossmember. Once that was out of the way, naturally installing the bellhousing kit from Kennedy to the 4.3 was a breeze. The hardest part was the shifter linkage. I used the Porsche shifter and shift linkage. I FINALLY figured out how to make it work with two race swivels installed to each end of the shift linkage and to this day, I'm happy to say that the transmission hasn't given me one problem! In fact, since the swap in 2000, I've only had a few issues. The alternator gave out once, the slave cylinder gave out (which is easy to swap because its right on the bottom passenger side of the tranny. I've had the usual DeLorean problems (a/c, window motor, steering rack, electrical issues with the cooling fans which I've upgraded all of those) but no real issues out of the motor or tranny.

I've wanted and WANTED to drop an LS1/6 into the car, but its so dependable right now and I can drive it anytime to anywhere, that I'm waiting for the 4.3 to give out but its running very strong so it could be awhile. I couldn't fit a LS1/6 into the DeLorean back in 2000 because it was still an automatic and the bellhousing was massive! VERY good quality though. Don does great work! The Porche assembly is WAY WAY WAY smaller and I could EASILY fit an LS1/6 in there and that will happen if the 4.3 ever dies on me.

Take care,

Duke

[DMCMW Dave]

Yes, that is the same car. It was sold and last time I saw it was in Montgomery, TX. There was also another guy named Duke who did this swap as well and documented it. [B]Marc,


Darryl used the DMC trans, the other one used the Porsche. There are adapters for Porsche transmissions avaiable, the Renault UN1 is the tough one.

[Nicholas R]

Wow, thanks for all the info! There's a tiny bit of Renault info from the guys who do the GT40 replicas but i'ts pretty limited. I did have a guy say he could do a run of UN1 to Chevy bellhousings but it would have to be a minimum order of 5, they'd be about $1000 each, and I'd have to have them shipped from europe. Not quite in my price range. I pretty much assumed I would have to make my own adapter.