Hi all,
I'm looking for information regarding a problem I have after a motor swap. I had a block failure of an aluminum 5.3 in my Fj45 after 10 years of solid and reliable performance. After some research, I decided to replace it with an iron 6.0. The engine I chose was the GM Performance LS364/450. This would allow me to re-use some of my existing hardware and ease some of the financial pain of replacement.
While there, I chose to resurface the flywheel and replace the clutch components with new parts from Advanced Adapters. The old clutch was a LUK, and the new is a Centerforce unit (as AA no longer carries the LUK). Looking at the Centerforce unit, I saw that it appeared to be a gold painted LUK with added weights. I reused my old clutch master and slave, along with it's mounting bracket and hardware.
Engine - LQ9
Flywheel - Adv. Adp. LS (resurfaced)
bell housing - Adv. Adp. aluminum bell housing to accomidate NV4500 or Ranger Torque-splitter (which I have)
Transmission - Ranger Torque Splitter connected to an H42
Transfer - Orion 4:1
Unfortunately, after getting the truck running, I have been unable to adjust/bleed the clutch enough to allow full disengagement. I've done some searching and reading here, but found no hard data. I saw references to a Downey Chevota clutch, different throws with different combinations of clutch slaves and masters, etc.
Can you guys point me in the right direction?
Has anyone faced a similar situation and come up with parts to solve it?
Do some slave cylinders have longer throws than others?
TIA,
Jim
I'm looking for information regarding a problem I have after a motor swap. I had a block failure of an aluminum 5.3 in my Fj45 after 10 years of solid and reliable performance. After some research, I decided to replace it with an iron 6.0. The engine I chose was the GM Performance LS364/450. This would allow me to re-use some of my existing hardware and ease some of the financial pain of replacement.
While there, I chose to resurface the flywheel and replace the clutch components with new parts from Advanced Adapters. The old clutch was a LUK, and the new is a Centerforce unit (as AA no longer carries the LUK). Looking at the Centerforce unit, I saw that it appeared to be a gold painted LUK with added weights. I reused my old clutch master and slave, along with it's mounting bracket and hardware.
Engine - LQ9
Flywheel - Adv. Adp. LS (resurfaced)
bell housing - Adv. Adp. aluminum bell housing to accomidate NV4500 or Ranger Torque-splitter (which I have)
Transmission - Ranger Torque Splitter connected to an H42
Transfer - Orion 4:1
Unfortunately, after getting the truck running, I have been unable to adjust/bleed the clutch enough to allow full disengagement. I've done some searching and reading here, but found no hard data. I saw references to a Downey Chevota clutch, different throws with different combinations of clutch slaves and masters, etc.
Can you guys point me in the right direction?
Has anyone faced a similar situation and come up with parts to solve it?
Do some slave cylinders have longer throws than others?
TIA,
Jim
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