I was able to come up with a cost effective solution for mating an F40 six-speed to a 3800. I used a full thickness 3800 Camaro Flywheel, and a custom stage 2+ clutch from SPEC. The Flywheel cost me $75 brand new from CarQuest, and the Clutch was $325 from SPEC. I know that this is a rather heavy setup, but I'm sure that I am not the only one who's pockets are running out before the project is over, and will need to cut corners somewhere. By the way, this swap was done in a 2002 Grand Prix. I know that it is not a Fiero, but you guys do a lot with this same engine/clutch setup, so I thought that I'd share it with you. Here is the thread.
http://www.gpona.com/forums...ostorder=asc&start=0

Interesting...

The thaught runs through my mind, that this might open up options for the 60 degree engines as well. I know that the RWD flywheel is a buttload thicker then the FWD counterpart. Maybe, just maybe, there is an aluminum option for the F bod 60 degrees? I have seen them for the 3800's. If not, I guess the flywheel could be back milled for weight? Its got me thinking because I have a 3.4 DOHC, and a F40 just sitting around.

quote Originally posted by Fierobsessed: Interesting... The thaught runs through my mind, that this might open up options for the 60 degree engines as well. I know that the RWD flywheel is a buttload thicker then the FWD counterpart. Maybe, just maybe, there is an aluminum option for the F bod 60 degrees? I have seen them for the 3800's. If not, I guess the flywheel could be back milled for weight? Its got me thinking because I have a 3.4 DOHC, and a F40 just sitting around.

"Just sitting around" -- that's like having a loaded weapon "just sitting around" when a burglar breaks into your house.

quote Originally posted by Fierobsessed: Interesting... The thaught runs through my mind, that this might open up options for the 60 degree engines as well. I know that the RWD flywheel is a buttload thicker then the FWD counterpart. Maybe, just maybe, there is an aluminum option for the F bod 60 degrees? I have seen them for the 3800's. If not, I guess the flywheel could be back milled for weight? Its got me thinking because I have a 3.4 DOHC, and a F40 just sitting around.

How thick is the RWD 3.4L flywheel compared to the FWD 2.8L flywheel?

Don't know offhand, But I have seen them, and If I recall, its REALLY thick.

The thickness of the Camaro Flywheel is 1.24". I finally have the time to post pictures, so here they are.

Here are the pictures of the first setup I ordered. I took a measurement wrong, the pressure plate was just a tad to thin.








I re-ordered a pressure plate, and this is what it looks like.





I have no complaints other than that is loud. It chatters really nicely, as some of you may have seen in another thread. But for what I paid, I am really happy. And yes, you should be able to use the 3400 Camaro Flywheel with this clutch. I'm not positive, but it is worth looking into.

So the 3800 flywheel doesn't have to be milled down to be used with Spec clutch you listed?

quote Originally posted by MstangsBware: So the 3800 flywheel doesn't have to be milled down to be used with Spec clutch you listed?

I measured 1.62" thickness from flange to friction surface on the G6 dual mass flywheel which generally speaking means the rwd flywheel would position the clutch disc .370" more than it should be away from the transmission and closer to the engine. In other words, unless this is compensated for in the disc, the disc spline to input shaft area must be checked to make sure there is enough engagement to avoid stripping of the splines under a high torque load.

His pressure plate is a custom piece which I'm assuming properly places it relative to the transmission and throwout bearing but that will not correct the apparent spline contact area deficiency. Perhaps one or two spacers found on the auto flywheels can help bring it into a safer range by moving the flywheel further into the bellhousing if there is enough room to allow the flywheel centering flange on the crank to continue to work.

quote Originally posted by MstangsBware: So the 3800 flywheel doesn't have to be milled down to be used with Spec clutch you listed?

No it does not. I didn't think to take any measurements of the clutch, but I'm sure that I can get them from SPEC if you guys want them.

So, could you please ask your contact person at SPEC to give us a part number for the 3800-II / Camaro flywheel / F40 combo? I realize yours was custom, but now everyone will do it, so they will need to assign it a part number.

They have it on file. Just tell David Norton that you need njbrain@newnorth.net (Noah Brainard's) 3800/F40 setup. Here is the last email I got from him.

quote Thanks, Noah.! I'm glad everything worked out. We'll keep this setup on file so we can serve future needs. David Norton S.P.E.C., Inc 800-828-4379 fax: 205-491-8593

Here is his email: specsales@specclutch.com

email me if you have any troubles.

[This message has been edited by njbrain (edited 09-15-2008).]

The job number would probably be a less confusing way of referring to it.

quote Originally posted by Joseph Upson: I measured 1.62" thickness from flange to friction surface on the G6 dual mass flywheel which generally speaking means the rwd flywheel would position the clutch disc .370" more than it should be away from the transmission and closer to the engine. In other words, unless this is compensated for in the disc, the disc spline to input shaft area must be checked to make sure there is enough engagement to avoid stripping of the splines under a high torque load. His pressure plate is a custom piece which I'm assuming properly places it relative to the transmission and throwout bearing but that will not correct the apparent spline contact area deficiency. Perhaps one or two spacers found on the auto flywheels can help bring it into a safer range by moving the flywheel further into the bellhousing if there is enough room to allow the flywheel centering flange on the crank to continue to work.

In the pics, it looks like Spec installed the center splined hub backwards so it protrudes from the tranny side of the clutch disk (vs. the flywheel side like their normal fiero application clutches... when installed correctly). This will shift the spline area of the clutch disk closer to the tranny and help ensure proper engagement of the splines.

quote Originally posted by Will: The job number would probably be a less confusing way of referring to it.

No kidding, but I asked for a number, and this is what I got. I'll try again.

Isn't it on your invoice?

good enough, thank you!

I guess they do have a part number. My invoice number isn't valid because I had to make to seperate orders before I got it right. Here is a copy of the last email I got from SPEC. I am still waiting to make sure that this number has the custom pressure plate.

Part number SC883H-4 . That is your st2+. Stage 2 would be SC882-4, and
stage 3+ would be SC883F-4 .

One more thing, you won't be able to use the clutch alighnmet tool that they send you. You will have to use a universal tool. You should be able to borrow it from almost any parts store that lends out tools.

good to know, thank you.

That clutch center spline hub is installed the right way for all the getrag/F40 I have used. It is not backwards. It will face the trany side. Otherwise it will hit the flywheel. Cannot be installed wrong (unless you force it). From your measurements it looks like you have 0.13" distance from flywheel face to the face of the input spline shaft. That's about 1/8". Usually the clutch friction material on that side will cover that distance so the whole hub will fall over the shaft nicely.
I think the key item here is the PP. It has to go back towards the trany enough for the hydraulic bearing to release it properly. You can see that on the 2nd unit the fingers are more straight to make it taller (if put flat on the floor) compared to the other and thus closer to the trany.

I just heard back from SPEC, and the numbers are correct for the custom unit.

Well... A trip down to the Fiero Club of Las Vegas revealed some interesting info about this 60 degree V6 RWD flywheel. We didn't have any real good tools for measuring, but I have an excellent eye for sizing things up.

The surface of the flywheel is 1" further out then the Fieros is. Perfect!
The surface of the flywheel is meant to take a 9 5/8" disk. Awesome!
The ring gear is in the same place as the Fiero flywheel. YAY!
The Flywheel weighs not too much more then the Fiero's. Ok.
The weight is concentrated to the outer ring. Well, ok.
The Ring gear is about 1/2" bigger then the Fieros. Um, uh oh.

This means three things...
1. The starter would need a rather large shim, something like a 1/4" - 3/8" thick to work with the flywheel.
2. The flywheel may NOT fit inside the G6's bellhousing, it has that internal diameter ring that seems to be exactly the same size as the RWD Flywheel.
3. With the thick starter shims, the starter may not fit.

The flywheel itself is a countersunk disk with a lip on the outside for the ring gear.

I'll have to test it out. This way I will know for sure in the near future.

Adding this one to my favorites. Any updates on your swap?