11. Next, it was time to remove the bellhousing bolts, which is a task best performed by the most patient person in the area. The LLT/LFX V-6 6-speed transmission attached to the engine with 11 bolts, one of which is actually hidden behind 2 hard lined heater inlet and outlet tubes…
12a-b. …which attach to the back of the engine by two “impossible” to reach bolts (#1 in the diagram). With the transmission removed (skipping ahead a step) you can see how the heater lines attach. Don’t get frustrated while trying to remove these, they can and will come out of the way, freeing the bellhousing bolt in the process.
13. Finally, it was time for Rodney to drop the transmission out from under the Camaro. With a lift and a proper jack, this is a simple process, just remember to watch out for any snagged lines, wiring harnesses, or other obstructions on the way out.
14. The stock clutch must be separated from the flywheel before removal and bolts in place using 6 bolts. Careful now, it’s heavy, so take your time pulling it off of the flywheel dowel pins and out from under the transmission tunnel.
15. Yeah, Clint got the clutch a little bit hot a couple of times, to say the least. The flywheel shows the hot spots, which are to be expected with a high-powered car using a stock clutch at the dragstrip or road course. Removing the flywheel requires pulling 8 bolts from the center, which attach to the factory crankshaft.
16. Installing the RAM Force 9.5-inch Dual Disc clutch system requires first dissembling the unit and then installing it into the Camaro one piece at a time. First, Rodney installed the Ram billet aluminum flywheel, which attached to the crankshaft using the same 8 bolts that held the stock unit in place.
17a-c. Next, the first clutch disc slides in place, followed by the floater plate, and then the second clutch disc. Ram supplies the 1-inch by 23-spline alignment tool, which is specific to V-6 applications, to line everything up. Note that both discs feature sprung hubs for a smooth, quite engagement.
18. Finally, the pressure plate can be installed, which slides over the dowels and bolts in place with 6 bolts. This is a great time to double check the alignment of the clutch discs and make sure everything is squeaky clean. You don’t want any fingerprints, dust, or oil on the clutch surfaces, so make sure you clean them up now!
19. Installing the transmission back in place is a simple job and requires no additional steps. Simply slide it up in the chassis, make sure the input shaft aligns with the new clutch and bolt it down to the bell housing. Note: don’t force it to “align itself”… If the transmission doesn’t want to line up, pull it out and try again. Never “pull it” onto the dowels.
20a-b. Along with the new Ram clutch, FSP and Clint chose to upgrade the V-6 hydraulics, installing a new high-flow master cylinder from Ideal Garage, and a new fluid reservoir system from JDP Motorsport. The high-flow master cylinder will improve the clutch throw, resulting in a complete pedal travel, while the JDP reservoir will separate the clutch and brake fluid, something that is shared on the fifth-gen Camaro platform.
21. Removing the factory all-in-one brake and clutch reservoir is a messy proposition. Rodney pulled as much DOT3 fluid from the system as he could before pulling the master cylinder line (right front), the wiring harness, and the two bolts from the reservoir, which freed it from the engine bay.
22. With the reservoir removed, you can see how the factory brake and clutch hydraulics flow. Be careful here, the front and rear brake master cylinders are exposed during this procedure and you don’t want any debris getting into the system.
23. Installing the high-flow Ideal Garage master cylinder requires flexibility and finesse. Found inside the Camaro, underneath the dashboard and connected directly to the stock clutch pedal, the master can be rather difficult to access. Pro tip: Remove the kick panel and grab a long ratchet extension – with a swivel – to handle the two master cylinder bolts.
24. With the new master in place, Rodney returned to the engine bay to install the new JDP reservoirs. The large brake reservoir attaches just like the stock unit, although the new clutch reservoir requires an additional bracket, which is included in the kit. Separating the clutch and brake fluids will increase the life of both, since no heat is transferred between both on the street or track.
25. Finally, it was time to bleed the new hydraulic system and try the new Ram clutch out. Clint’s initial test drive was a success, with a stock like pedal feel, full travel, and not a hint of clutch chatter or slip. “Pedal is firmer but smooth and it drives great.” Next up, Clint’s 400-rwhp Camaro will hit the track, where we’re sure he’ll be cutting some quick 60-foot times, run after run.