574

iTrader: (5)

Vahdyx: Prepare to take your time, your right it is a learning process.
Things you need to know:
1) When you are putting it back together, rotate the flywheel to line the holes up
2) Don't strip the torx bits that hold the TOB in. The how to says be careful... they mean it

vahdyx

iTrader: (7)

Someone with more tuning knowledge please correct me if I'm wrong, but its my understanding boost levels don't change when adding E85/47 to the mix. It's all timing at this point so I will be "flowing" the same amount of air that I'm flowing right now. Just my timing goes from 15 to 27 degrees (arbitrary numbers) which is adding the power. My boost (PSI level) stays the same.

CCSS3, Terminator2, ZZP and Vince (Trifecta) believe this is possible to achieve more power with E85/47 with the K04+ (Vince predicted 20whp) and that's good enough for me because the likelihood of me going that route is extremely slim. Like I said I'm happy with 360 and I'm happy putting gas in my car from any station in America.

You could be right I don't know, but it seems you hold the only different opinion (so far).

With the clutch I felt skeptical because it gives me the "to good to be true" complex. I am gonna give it a go though. If its holding you guys that make a lot more power than me then I should be fine.

You however have the old journal bearing turbo so it doesn't spool as early as mine so that may contribute to less stress on the clutch.


Awesome thanks for the tips! I'm a complete fresh out the womb type of clutch installer so tips like this are great. Thanks.

c130aviator

iTrader: (8)

All valid points, like I said I wish you the best. Dont do it just for the numbers, if you like 360 with probably 400lb ft of toque, that is better than 95 percent of the rice out there.

AARON-SS-TC

iTrader: (3)

has anyone used a lightweight flywheel with the GMPP?
If so, do you need to retune do to being less rotational mass?

c130aviator

iTrader: (8)

i dont think they are a popular choice for a DD, the lighter weight causes drivability issues. I cant speak from experience but my LNF flywheel was 2 lbs lighter than my LSJ unit, that is as light weight as I would want to go. Love the engagement of my GMPP clutch and like knowing its engineered for the car not like spec where they use a 1 size fits all disc on a stock pressure plate. Was not impressed at all with my SPEC 2+ using the stock LSJ PP with nothing more than the serial number ground off and blue paint applied.

BLAZIN07SS

iTrader: (7)

that's what most clutch companies do unless you get something crazy like an exedy or a twin disc. the springs are changed for more clamping force

c130aviator

iTrader: (8)

I dissected it, there were no changes to the springs. I posted a ton of pics and a writeup for it. Just very disappointing in the identical LSJ PP. My gmpp had a very different LNF style PP (no spacing between the springs, fingers? and lots more of them) with a finer padded disc. Makes for great street use and clamping force in one package. No slipping new out of the box at 420whp/395wtq on the dyno, had 100 miles on the clutch when I took it to get tuned. Just as you have said unless going with some insane race clutch, gmpp is the deal of the century. As well as a stock LNF (later model, same P/N) flywheel. Trying to help steer folks away from clutch regret. But to each his own.

bcc09ss/tc

So the lsj clutch upgrade from gmpp will bolt up to a stock lnf flywheel? Because I'm in the market for a clutch and so far this is what I want I just want to make sure it will bolt up on my lnf.

buildmeanempire

iTrader: (5)

That's what I'm gathering. If true I'm glad cause I don't think mine is going to be holding for much longer.

ECaulk

iTrader: (6)

Yes, LNF and LSJ flywheels are the same, as Powell pointed out. I have an LSJ flywheel and GMPP clutch on my LNF

buildmeanempire

iTrader: (5)

What are the effects of an LSJ fly wheel in an LNF? They are lighter correct?

c130aviator

iTrader: (8)

Yes

Yes

No effects, just great engagement and clamping force.

I proved that even though the same stock number flywheel is stamped into the two flywheels my SC flywheel was much heavier than my LNF flywheel. I have a writeup around here on it somewhere with tons of pics in the LSJ forum.

I am running an LNF flywheel with a GMPP clutch kit on a LSJ motor, I frankensteined my setup to get the best daily driver and performance possible while still being inexpensive. The same setup will run on a LNF car.

buildmeanempire

iTrader: (5)

For some reason I was under the impression the SC flywheel was lighter but I guess not. Regardless, this is some great info and I will be putting in the gmpp clutch.

c130aviator

iTrader: (8)

yeah you have to visually inspect the two flywheels to tell the difference, but they are the same part number. My newer LNF flywheel was 2 lbs lighter. You will love the GMPP.

ECaulk

iTrader: (6)

Heyo the opposite of me previous owner went with the LSJ because it was so much cheaper

c130aviator

iTrader: (8)

^ouch

ECaulk

iTrader: (6)

No ouch, drives fine, haven't had the time to take it to a test and tune night tho.

c130aviator

iTrader: (8)

oh I thought you meant a stock lsj clutch, so you are saying you have the lsj gmpp setup? Then you are good to go...

ECaulk

iTrader: (6)

Gmpp clutch, lsj flywheel

DCsnow1000

Great info about the GMPP this thread has certainley swayed me to give it a shot!

Im just asking from my cavalier days, is it still recommended/required to change the slave/master in these things? Or am I just to oldschool.

I have a 2010 Cobalt SS. 75000 miles.

Thanks!

Powell Race Parts

iTrader: (3)

gmpp comes with a slave cylinder, the lnf kit is the correct parts from ced priced about the same and has a tob also.

c130aviator

iTrader: (8)

if you need anymore persuasion, I just got off the rollers yesterday and made about a dozen pulls at 459-472 whp and 427-432 wtq on the GMPP and it held like a champ. Thats roughly 540 crank horsepower. No slipping whatsoever.

LNFTX

Nice graph and numbers
what rpm for max torque
I do wanna see this on an e-47 lnf tho, that's what I'm shooting for anyway
I'm still worried that having 400 torques on a light switch at a lower rpm might hurt this thing
Before you say it I know instant torque is hard on parts and traction but if your gonna run a small turbo gotta play to its strength down low torque

DCsnow1000

Thanks Powell!

That is and awesome feat! Congrats on your numbers!

TC/DC

gonna get this clutch for my LNF . im just stuck on the flywheel . LSJ or LNF ? i know theyre similar but does it matter if i use either or ? its my DD ..