I keep getting a lazy start, I should have had the engine in the car at least a week ago, but stuff keeps coming up as is the case for this morning where I have to go run an errand before I can get started and that throws everything off schedule.
First I'll take a moment to wave buy to the old drivetrain which was ridden hard and the transmission which did a wonderful job of doing its job. 3100 short block, rockers and beehive springs on low performance iron heads. You can do almost anything if you put your mind to it.
http://josephupson.60degreev6.com/Oldeng.JPG
This is a special picture for me because it contains one bolt the top one, which looks a little different from the others because it bares the scars from my first clutch install where in I installed the disc backwards back in 1996 and drove the car until the difficult shifting cleared up because I didn't know what was going on and months later behind the turbo 2.8L (yes I was turbocharging way back then) it disentagrated. Needless to say I'm paranoid about whether I installed the new disc properly despite having seen "flywheel side" stamped on the disc this time.
http://josephupson.60degreev6.com/Oldflywh.JPG
I had a dual friction clutch with the old setup and before install I had a friend at the shop machine a .020 step in the outer perimeter of the flywheel which you can see, in an effort to increase the clamping pressure of the clutch cover. Not sure if it added an advantage since you can pass the max clamping position and reduce clamping force but the clutch held vigorously and I would have to say that modification makes sure the clutch disc wears all the way to the metal disc before it slips because there is a .020 additional clamping load at all levels of wear. The disc was on its way out when I removed it having about .020 thickness on the flywheel side. Either I'm a good driver or the dual friction disc has a good wear characteristic becaus my flywheel and pressure plate did not have the appearance of hot spots I'm use to seeing in flywheels before resurfacing. It's pretty uniform.
The new disc is a Kevlar unit made by the guys here in town that also made the dual friction clutch I beat on previously. I inquired about having the pressure plate clamping force increased but they measured it to be about 2000 lbs stock and said that's pretty stout for a stock clutch and that increasing it would change release character and is over kill considering the disc is already larger in diameter than what I had previously and the friction material apparently stronger and more durable.
The axle is from a G6 and was shortened and resplined to help accomodate the 6 spd tranny.
http://josephupson.60degreev6.com/Clutchax.JPG
It's about to go in now, hopefully it'll be bolted to the car sometime around noon today.
http://josephupson.60degreev6.com/3900car.JPG
http://josephupson.60degreev6.com/3900car1.JPG
I'm curious about what the driving feel will be with the drivetrain solid mounted. I couldn't find the interlocking GM RWD poly trans mounts while planning my mounts and didn't want to wait for an order so when the guy helping suggested solid mounting I thought about how much that would stop the excessive rocking that will result after high horsepower and torque pressure as well as reduce the likelyhood of things coming loose I decided to give it a shot. The cradle has rubber buschings so aside from better torque transfer hopefully vibration will be minimal.
Does anyone know the number of teeth on the final drive of the 06 6 spd, that's what the sensor uses for an odometer signal. I just don't feel like removing the sensor to count them.
, me likey.
Linear Mode
