Now to the all important area of the drive train. In this section, we concentrate on the transaxle, and later, we'll cover the engine and other systems in greater detail.

The transaxle acquired with the car had a couple of cracks in the case, which left Rick no other option than to replace it.

Before moving on, let's have a look at one of Rick's early mock-ups of the engine, bell housing and transaxle assembly.

Considering that the engine will make an honest 300 horses, it's obviously important to make sure the components behind it are up to the job.

Clutch activation has often given Corv-8 builders headaches. Again, Rick came up with an ingenious solution.

The bell housing is an aluminum Quartermaster full circle, racing unit. Here we can see the hydraulic throw out bearing mentioned earlier. There is no slave cylinder. These components aren't cheap, but as Rick says, they're "cool as hell."

Notice the clearance hole for the shifter tube. The Crown U-tube shifter adapter doesn't go through this, but it needs room to move back and forth.

The original clutch pedal cross shaft was modified by cutting and re-welding the arm to push the plunger of the hydraulic throw out bearing master cylinder.

The clevis was made out of 3/8" pipe and a nut. The setup provides positive clutch action.

Click a road sign for more about the Norris Corv-8.