These days, it’s not uncommon to see V-6 equipped LLT/LFX fifth-gen Camaros hitting the track and that’s because drivers, tuners, and builders alike see just how much potential GM’s little V-6 really has. With aftermarket forced induction offerings aplenty, including turbochargers, superchargers, and nitrous oxide induction enthusiasts all over the country are putting down big dyno numbers, backed by low E.T.’s at the track, without even cracking open the potent V-6 mill. But with big power comes big responsibility (who are we kidding, it’s impossible to be entirely responsible behind the wheel of a 414rwhp blown Camaro!) and big support. You see, once you start doubling power numbers, you simply can’t expect the factory V-6 drivetrain to keep up.
In fact, Ram Clutches knows all too well how easy it is to make big power with the new V-6 platform and has worked hard to create a dual disc clutch for V-6 enthusiasts that will take a ton of abuse without ruining the driveability of a well-appointed Camaro. The new clutch system, a 9.5-inch dual disc, features two organic or metallic sprung hub discs for the smoothest possible engagement and a “drastic” reduction in gear rattle, along with a billet aluminum flywheel, a ground steel flywheel insert, and a unique input shaft support system for a smooth, rattle free, low pedal pressure solution for up to 900 lb-ft of torque. At just over 1100-dollars (P/N 75-2015), the Ram dual disc comes with everything you need for the installation and bolts right up to any existing Camaro LLT or LFX engine without any further modifications.
Well, that is unless you would like to perform further modifications, like the ones Clint Symons chose to do along with our Ram Clutch installation at Florida Speed and Power in Bradenton, FL. You see, GM decided that it would be cost effective to share the clutch and brake fluid on the new Camaro platform, which is probably okay if you’re a grandma driving to the grocery store on the weekends. But if you’re a maniac driving on the track on the weekends, sharing hot clutch fluid with a heat producing monster like a Brembo brake system isn’t exactly the best choice. But, where the OEM took a trade off, the aftermarket saw an opportunity, and JDP Motorsports stepped up big with the company’s individual clutch and brake reservoir system. While we were in there, Clint also chose to upgrade to a new high-flow master cylinder from Ideal Garage to ensure trouble free clutch operation. Follow along as Matt Sorian and Rodney Whittaker of Florida Speed and Power walk us through the installation and start saving your pennies, you’re going to want a tough clutch like this soon if you’re making big power!
1. These days, it’s easy to make big power out of a V-6 fifth-gen Camaro and our test car was delivered to Florida Speed and Power (FSP) with over 414-rwhp on tap thanks to an IPF supercharger system, a free-flowing exhaust, and several other bolt-on modifications. For a car making this kind out power over stock, an upgraded clutch is a must!
2. Capable of handling up to 900 ft-lbs of torque, the all-new Ram Force 9.5-inch Dual Disc clutch system is a perfect compliment to any big power V-6 (LLT or LFX) build. With twin sprung hub discs, a billet aluminum flywheel, and a unique input shaft bearing system, the Ram dual disc clutch offers smooth pedal effort (comparable to stock) with reduced gear rattle and noise, along with increased torque loads and smooth engagement.
3. Ram’s billet aluminum flywheel features a surface ground steel insert for optimum mating and smooth engagement (not shown) and an innovative input shaft support system (the bearing, shown here) which allows the input shaft to “spin true without runout” in order to reduce excessive noise and vibration.
4. Clint’s V6 arrived at FSP with several go-fast modifications, including an IPF supercharger system, a ported throttle body, and a complete SOLO exhaust system. Thanks to the increased power, the stock clutch was slipping under heavy acceleration and just couldn’t keep up on the track or street.
5. Rodney Whittaker, co-owner of FSP, wasted no time getting to work on Clint’s V-6. Removing the SOLO exhaust was the first step, which meant unbolting both the front and rear clamps, supporting the crossover piping by the muffler, and finally lowering the entire system out of the way.
6. Using a T60 Torx bit, Rodney detached the 2-piece driveshaft from the rear of the transmission, as well as from the rear end, and then removed the 2 bolts that hold the center of the driveshaft to the Camaro body. You may want a buddy to help with this job, unless you’re a pro like the FSP staff.
7. Although the driver operates the factory 6-speed manual transmission, it is still monitored rather closely by the factory ECM and contains several electronic items that must be unplugged before you can remove it.
8. With the wiring harness out of the way, Rodney removed the factory slave cylinder connection, which is found on the driver’s side of the transmission. It’s not uncommon for this to leak some hydraulic fluid once removed, so make sure you have a pan or rag handy, unless you want to be swimming in clutch hydraulics for the rest of the project.
9. It’s critical to support the transmission properly before loosening the bell housing bolts and we recommend using a quality transmission jack, along with a ratchet strap, to keep everything safe. Transmissions are heavy, and heavy unbalanced things aren’t safe, even if you consider yourself a tough guy…
10. Once supported (properly!) Rodney was able to remove the rear transmission cross-member from the chassis (4 bolts), which allowed the engine and transmission to tilt downwards, away from the chassis. This allowed enough room to remove the shifter mechanism from the transmission, which attaches with 3 rods to the tail shaft assembly.