| Re: 6 Speed manual Trans S-640 Replacing a 4+3 |
Subject: Re: 6 Speed manual Trans S-640 Replacing a 4+3 by anesthes on 2008/6/18 18:30:12 Quote:
The ZR1 stud (you sent me) has worked well for me. The aftermarket flywheel I used is singlemass and roughly 3/8" thinner than the dual mass. The ZR1 stud is roughly 5/16" taller. Geometry ended up being the same as stock, and the clutch grabs about an inch off the floor. More than one way to skin a cat for sure. My aftermarket flywheel is very similar to the 4+3 part that you had trouble with: http://members.cisdi.com/~anesthes/f-car-t5/flywheel.jpg However, I'm using a ceramic clutch from fort wayne (similar to the one pictured below) and I think the 'buttons' are spaced far enough inside that it doesn't overlap like the stock clutch did: http://members.cisdi.com/~anesthes/zf6/fw-zf6-kevlar.JPG When I was in Florida last week, I spoke to a guy with a '94 for a bit. He was using a fbody LT1 flywheel, with a sprung LT1 disc and ZF6 pressure plate. I was confused as I've read the LT1 flywheel needs to be machined as much as .080" to work. When you think about it, .080" is only about 5/64". Stock fork to slave distance is 1.438" 4+3 flywheel and stock stud is 1.230" So reducing flywheel by .375" reduces distance by .208 So I'd imagine a .080" increase would barely be noticable to the slave cyl (about .144" increase) So why are people cutting these flywheels?? Unless my math is wrong, you would think for a 1pc rear car the LT1 flywheel and sprung disc is plug and play. The ZF6 flywheel is 1 7/16" thick Whats the LT1 fbody flywheel? -- Joe |
