GMPP clutch vs stock LNF clutch. What are the differences?
#51
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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
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
#52
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i hope you hit those goals, just dont feel the header/exhaust side of that stock turbo housing will flow enough to do so. I wish you luck if you get crazy with it. GMPP clutch will hold. I have the same clutch. Edit: my dyno graph is up on the 2012 dyno thread. Waiting for mods to post it up. I will be #7 on all out power on the LSJ.
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.
#55
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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.
#57
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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.
#58
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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.
#62
Senior Member
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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.
#65
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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.
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.
#70
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!
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!
#72
Senior Member
iTrader: (8)
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!
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!
#73
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
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
#74
That is and awesome feat! Congrats on your numbers!