... As it turns out I have one of those sitting on my shop floor, the Q4 282 bellhousing is what started this whole thing.
However you decide to do this, please keep us posted. The LY7 and 6T70(?) automatic used to be my "wet dream" swap, before I realized the LZ9 made almost as much power, and also came with a manual trans. This, however, is a whole new ball game.
I wish you success.
Edit - we posted at about the same time. Looking good! The piston... not so much.
[This message has been edited by Raydar (edited 02-27-2016).]
would you be willing to share dimensions for the brackets? if no, any plans to produce them? I may be interested if they are offered for sale.
------------------ "I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
I don't do many measurements when I fab something, mainly make it fit as I go but I could see about recording the numbers or making up some sets if people are interested.
Some clutch related numbers: the HTOB is about 1.90" inside the bellhousing when extended and 2.77 compressed. I measured my clutch combo with a new disc and a completely worn disc to see how much difference there is in finger height; 0.320". My target for the HTOB height when in contact of the fingers is about 2.45" to allow for wear.
Does anyone have an indication of the travel needed to disengage the clutch? 3/16" to 1/4" travel? I'll have about 1/2" available which I figure should be adequate.
[This message has been edited by mender (edited 03-16-2016).]
Originally posted by mender: ... Does anyone have an indication of the travel needed to disengage the clutch? 3/16" to 1/4" travel? I'll have about 1/2" available which I figure should be adequate.
I don't have a concise answer, but I know the hydraulic release bearings can overextend, and come apart.
[This message has been edited by Raydar (edited 03-25-2016).]
I have the lower front bracket (starter side) if you need it. I've got a different casting so I can't use it, but it will work for yours. Pm if interested Ron
I have an f23 with 2.2 ecotec in my fiero and the plunger rod on the f23 master has to move about an inch to fully disengage the clutch . I have no idea how much movement that gives inside at the HTOB .
------------------ "I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
looking at the pictures in this thread and looking around that lfx bellhousing pattern looks more like a ecotec patern than anything else (according to wiki the late model hfv6 shares ecotec bellhousing pattern)
looking at the pictures in this thread and looking around that lfx bellhousing pattern looks more like a ecotec patern than anything else (according to wiki the late model hfv6 shares ecotec bellhousing pattern)
well, considering that's a HF V6 and an ecotech bell, wiki is wrong...
edited for correction... but wiki is still wrong...
[This message has been edited by ericjon262 (edited 07-26-2016).]
well, considering that's a HF V6 and an ecotech bell, wiki is wrong...
It's actually a Q4 bellhousing:
quote
Originally posted by mender:
I'm in the process of putting an LFX (FWD) into my '87 and I've mated it to an F23 transaxle from a 2001 Cavalier with a 2.4 (Quad4 pattern). The bellhousing needs trimming just under the coolant manifold plus a bit of carving for starter nose clearance of the LFX starter. Some of the bolts line up, others need to be added but the dowels locate properly.
However, there are pics on page 1 of this thread showing the Ecotec and HFV6 patterns and they are definitely *NOT* the same. From the photos, it looks like this trick wouldn't work at all with Ecotec trans because the dowels don't line up. The feature that lets this work with the Q4 transmission is that the dowels line up.
[This message has been edited by Will (edited 07-26-2016).]
However, there are pics on page 1 of this thread showing the Ecotec and HFV6 patterns and they are definitely *NOT* the same. From the photos, it looks like this trick wouldn't work at all with Ecotec trans because the dowels don't line up. The feature that lets this work with the Q4 transmission is that the dowels line up.
However, there are pics on page 1 of this thread showing the Ecotec and HFV6 patterns and they are definitely *NOT* the same. From the photos, it looks like this trick wouldn't work at all with Ecotec trans because the dowels don't line up. The feature that lets this work with the Q4 transmission is that the dowels line up.
on a side note, on another forum, someone said the 60v6 and Q4 dowel pins are the same distance apart, I understand the taller 60v6 bell would require substantial modification to fit as well, but it offers another possible starting point if that is true.
The LFX engine and F23 trans are mated, the aluminum flywheel/six puck clutch/HD pressure plate ended up with the right stack height so no HTOB spacer needed. The complete assembly fully dressed (ps pump, alternator, starter, wiring harness, MAF, ECU; essentially ready to run) weighs 498 lbs without fluids.
Has anyone weighed the stock 2.8 and 282 in the same state?
[This message has been edited by mender (edited 01-03-2017).]
Saab f40s seem pretty available and affordable, from the research I've done. I got mine in Riverside, CA for $350 at a junkyard. There are several listed on car-parts.com right now.
I'd love to find a bargain on an LSD for an F40. Not sure it is worth $1200 to have one. I wonder if it is possible to takw an LSD from an F23 and fit it into an F40. Would make axle issues go away.
[This message has been edited by Daryl M (edited 01-04-2017).]
The only Quaife LSD I found listed for an f23 was for a Vauxhall 220 and it was 1166.00 .As far as I know , the F23 did not come from the factory with the LSD option .From info on the ecotec forum , the F35 5 speed was available from the factory on the supercharged Cobalt SS and Quaife LSD was an option on that car .I think people used to take that out of the F35 and put it in to the F23 . The F35 in the turbo Cobalt SS is not an option because it uses different axles, bigger diameter and differrent spline count .
Do not know anything about them , but I am pretty sure they are all based on the Torsen design so they would have to be similar. Thats less than half price .
http://pcmperformance.com/p...mming.html#SUPPORTED These people may be able to provide a modified E39 from a 2012+ Camaro that would work. Also, don't give up on the Saab F40S. I found a good one at a junkyard for $350.
