Callaway Single Mass clutch conversion kit

[Bluewasp]

Does anyone have any information on the Callaway Single Mass clutch conversion kit? Such as price, brand of flywheel (weight), etc....

anyone have the kit installed? How do you like it? Does the ZF make noise with the clutch out and the car out of gear?

thanks
robert

 

[callaway4fun]

The price is around $1015 for the clutch setup The clutch does not make any noise at all . The turbos really spool up fast the this set up.

Does anyone have any information on the Callaway Single Mass clutch conversion kit? Such as price, brand of flywheel (weight), etc....

anyone have the kit installed? How do you like it? Does the ZF make noise with the clutch out and the car out of gear?

thanks
robert

 

[*89x2*]

The price is around $1015 for the clutch setup The clutch does not make any noise at all . The turbos really spool up fast the this set up.

Pete - Rob had thought all the single mass set-ups made chatter, I told him yours did not.
He said his car had one brand that sounded like someone tossed a bag of rocks into his transmission :eek - I assured him yours has no issues

Anything else he should know about??
Anyone else have the single mass from Callaway??

 

[Bluewasp]

Pete - Rob had thought all the single mass set-ups made chatter, I told him yours did not.
He said his car had one brand that sounded like someone tossed a bag of rocks into his transmission :eek - I assured him yours has no issues

Anything else he should know about??
Anyone else have the single mass from Callaway??

Can I get a part number for this kit? What kind of flywheel is it? Is everything needed to convert the dual mass to single mass included in the kit????

thanks
robert

 

[Bluewasp]

Chris, Maybe you could help me get the info. I would rather have a single mass over the dual and if this kits doesn't sound like rocks in the trans I would like to install it.

Could you get the part number, current price, and find out if the kit has everything include, or atleast a phone number for someone I could talk to at callaway .
thanks
robert

 

[FX GS]

Could you get the part number, current price, and find out if the kit has everything include, or atleast a phone number for someone I could talk to at callaway .thanksrobert

Robert, here you go, call Ted Rice at Callaway: 860-434-9002.
I have the single mass in my SuperNatural and love it. The revs come up much quicker. The part # listed on my invoice from Callaway is C4051 and the price listed is $1015. However keep in mind, this was back in 1996.

The clutch they used was a Centerforce and the flywheel, I believe, is their design. As far as noise, I have a little "rattle" when the car is in neutral, but it is not very loud or unpleasant. After a while, you don't even notice it. It's just another thing that adds to the Callaway uniqueness.

 

[*89x2*]

Pete & Mark, Good deal - I had mentioned to Bluewasp that I knew the Callaway setup did not sound like a box 'o rocks like his earlier one :eek

Bluewasp, Give Ted a call during the week, he will take care of you

 

[TurboLuigi]

My car just got one as well. Can wait to drive it!

-Luigi
:cool

 

[Tony C.]

Rattle This

Have had it in my CR1 for over 10 years.BTW,it was prototyped in my Vette.It will rattle especially when hot & if your idle is low make no mistake about that but it is worth it if you want the benefits.A close friend with the same CR1 had his taken out & put back to stock.The choice is yours.

 

[shopview]

Pete - Rob had thought all the single mass set-ups made chatter, I told him yours did not.
He said his car had one brand that sounded like someone tossed a bag of rocks into his transmission :eek - I assured him yours has no issues

Anything else he should know about??
Anyone else have the single mass from Callaway??

My 94 has this option.....no noise in mine....

 

[Bluewasp]

I'll call callaway on monday and place the order. I wonder if they ship to an APO with USPS.. hmm....

 

[Tony C.]

No chatter??

Don't get me wrong,I love my Callaway single mass combo but with the clutch pedal up & after a long run,in an enclosed space(Garage)it will scare you.The fact is the ZF is a noisy trans & the dual mass was used by GM to quiet it down to prevent customer complaints.On ZR1's even with the dual mass you still got some chatter.Hope this helps.

 

[Hib Halverson]

Does anyone have any information on the Callaway Single Mass clutch conversion kit? Such as price, brand of flywheel (weight), etc....

anyone have the kit installed? How do you like it? Does the ZF make noise with the clutch out and the car out of gear?

First, let's drop out of marketing-speak and get our nomenclature correct. A "single-mass" flywheel is a basic or "standard" flywheel. A "dual-mass" flywheel has a secondary mass mounted, via a bearing and spring package, to the flywheel. This spring and the secondary mass tend to damp the engine firing impulses which cause the ZF S6-40 transmission to rattle when it's in neutral with the engine idling.

Callaway is not the only one selling "conversion kits". Many driveline products manufacturers so so. There's no real kit, either. All you do is replace the dual-mass flywheel with a standard wheel and retain your existing clutch, disc and release bearing. There are three, common std. flywheels, a GM nodular iron wheel used by some Camaros with six-speeds and aftermarket aluminum or steel wheels.

If you convert to a standard flywheel, especially an aluminum one, the engine will rev quicker becuase you've significantly reduced the engine's rotating mass. In fact, the McLeod flywheel/disc/clutch package I use in my 1995 Coupe weighs less than the stock dual-mass wheel alone. That's a huge difference.

The downside of standard flywheel "conversions" for 89-96 C4s is increased gear rattle from the transmission. The increase will be louder from 89-93.5 transmissions than it will from 93.5-96 trannys because halfway through 1993, GM changed the helix angle on ZF gears to make it quieter.

You can reduce this gear rattle which you gained after the flywheel change by going to a sprung-hub disc and using Red Line Light Shockproof lubricant but this reduction will still not as great as you get by using the stock dual-mass flywheel.

The answer to the question of how bad this gear rattle will be is quite subjective. My ZF rattles louder than it did when I still had the dual mass but, because of the sprung hub disc and the Light Shockproof lube, it rattles less than it would with just a standard flywheel and a stock disc.

Bottom line: if you want the same level or nearly the same level of noise you had with the dual-mass wheel, do not change to the standard flywheel. If you don't mind some gear rattle, the aluminum wheel will quicken the engine's response.

 

[EricVonHa]

First, let's drop out of marketing-speak and get our nomenclature correct. A "single-mass" flywheel is a basic or "standard" flywheel. A "dual-mass" flywheel has a secondary mass mounted, via a bearing and spring package, to the flywheel. This spring and the secondary mass tend to damp the engine firing impulses which cause the ZF S6-40 transmission to rattle when it's in neutral with the engine idling.

Callaway is not the only one selling "conversion kits". Many driveline products manufacturers so so. .

While we're talking about "marketing speak" and "nomenclature"... let's get the technical facts correct also. The "Dual Mass" flywheel, for ease of explanation, has two discs. The first is directly bolted to the crank flange and is externally balanced to the motor. The "secondary mass" is relatively the same size and shape of the first. However, it is fastened to the first mass with a hardened rubber polymer dampner and bearing assembly. There are NO springs involved in the dual mass flywheel. There are no serviceable parts whatsoever.

Callaway, as far as I know, is the only manufacturer that provides a matched flywheel and clutch assembly. It is recommended that the disc is also replaced at the time of flywheel replacement. Feel free to re-use your original disc as Hib mentions. However, pairing an old disc with a new flywheel spells trouble. The old (original) disc will prematurely wear and ineffectively burnish the new flywheel. This is comparable to throwing new rotors on your braking system while re-using your same old brake pads. Sure, it will work, but it's better to "bed" two new virgin frictional surfaces against each other for longevity purposes. Do you really wish to pull your trans out prematurely just to replace a clutch disc? Better to do it while it's apart!

Secondly, Callaway sells the components as a "kit" because there are more than three varieties of flywheels that are available for Chevy small blocks. There are neutral balance flywheels and then there are flywheels that require external balancing. If you take a look at the Centerforce webpage on GM small block flywheels, it'll be very evident that it's no easy selection process. There must be 20+ selections on that page. What we're basically looking for from the early C4 Vette years forward is an externally balanced flywheel. Basically, C4 Corvette motors were externally balanced and require an "externally balanced" flywheel. If you send your original flywheel to Callaway, they will make absolutely sure that your new flywheel will be properly balanced the same as the original. However, this is just an extra measure of a detail oriented installation. Factory rotating assemblies were never perfectly balanced from GM. So, if your new single mass flywheel is off just a hair, you'll probably never notice it. However, if you attempt to throw a neutrally balanced flywheel onto your motor-- look out-- it'll rattle the teeth out of your skull.

Lastly, Callaway sells the items as a matched "package" because the thickness of the flywheel is crucial. As Hib mentions, these conversions have been done with standard Camaro flywheels. Buyer beware. They are not all the same! Did you ever wonder why there is a tolerance adjustment on the fulcrum pivot of the ZF-6 bell housing? If you attempt to install a "non-spec" thickness flywheel-- you'll never know that the combination will work till you attempt to pull out of your driveway. All of the sudden you find that your shifts are grinding. Ouch! Out comes the whole trans again to figure out what could be wrong. As a general rule, the fulcrum adjustment should ALWAYS be seated completely and tightly against the bellhousing (furthest from the flywheel). Moving the pivot closer to the flywheel offers extended engagement of the throwout bearing. Trial and error adjustments are not recommended. At that point it's time to check the thickness and alignment specs all the way through.

Additionally, NEVER put any lubrication on any moving parts involved with a clutch assembly. If you're looking to create a huge mess that'll be slung around inside your bellhousing for an eternity.. go ahead and do it! The chance that it'll contaminate the flwheel and holding power of the clutch disc is quite high.

 

[Bluewasp]

Where did you buy the Mcleod flywheel and clutch? part numbers? If I take the time to do the conversion then I should go with the lightest package possible? I don't care about a little noise as long as it’s not all the time. I'm looking for a complete package because I live so far away; I don't have time to order parts that I didn't know that I needed. I can't drive down the autoparts store or have something ‘overnighted’ to me.



I assume the only parts I need are the flywheel and a clutch to match the single mass flywheel. Is there anything else I would need to replace to go to a single mass?



thanks

robert

If you convert to a standard flywheel, especially an aluminum one, the engine will rev quicker becuase you've significantly reduced the engine's rotating mass. In fact, the McLeod flywheel/disc/clutch package I use in my 1995 Coupe weighs less than the stock dual-mass wheel alone. That's a huge difference.

The downside of standard flywheel "conversions" for 89-96 C4s is increased gear rattle from the transmission. The increase will be louder from 89-93.5 transmissions than it will from 93.5-96 trannys because halfway through 1993, GM changed the helix angle on ZF gears to make it quieter.

You can reduce this gear rattle which you gained after the flywheel change by going to a sprung-hub disc and using Red Line Light Shockproof lubricant but this reduction will still not as great as you get by using the stock dual-mass flywheel.

The answer to the question of how bad this gear rattle will be is quite subjective. My ZF rattles louder than it did when I still had the dual mass but, because of the sprung hub disc and the Light Shockproof lube, it rattles less than it would with just a standard flywheel and a stock disc.

Bottom line: if you want the same level or nearly the same level of noise you had with the dual-mass wheel, do not change to the standard flywheel. If you don't mind some gear rattle, the aluminum wheel will quicken the engine's response.

 

[Bluewasp]

What I'm looking for is a problem/hassle free kit. I want to buy everything at one time and make the swap. The motor in my GS was a lemon and blew at 5000 miles. GM gave the first owner the money to rebuild the motor so the car would still be "matching numbers." He replaced the top end with LPE heads, cam, etc.. (extra cost) and the bottom end was rebuilt mostly stock. The engine builder internally balanced the new motor and installed a neutrally balanced flywheel.

From the sound of things the Callaway kit is the most hassle free kit out there. I don't mind paying a premium for a flywheel/clutch if the kit is complete and everything in the kit is correct.



thanks
robert

While we're talking about "marketing speak" and "nomenclature"... let's get the technical facts correct also. The "Dual Mass" flywheel, for ease of explanation, has two discs. The first is directly bolted to the crank flange and is externally balanced to the motor. The "secondary mass" is relatively the same size and shape of the first. However, it is fastened to the first mass with a hardened rubber polymer dampner and bearing assembly. There are NO springs involved in the dual mass flywheel. There are no serviceable parts whatsoever.

Callaway, as far as I know, is the only manufacturer that provides a matched flywheel and clutch assembly. It is recommended that the disc is also replaced at the time of flywheel replacement. Feel free to re-use your original disc as Hib mentions. However, pairing an old disc with a new flywheel spells trouble. The old (original) disc will prematurely wear and ineffectively burnish the new flywheel. This is comparable to throwing new rotors on your braking system while re-using your same old brake pads. Sure, it will work, but it's better to "bed" two new virgin frictional surfaces against each other for longevity purposes. Do you really wish to pull your trans out prematurely just to replace a clutch disc? Better to do it while it's apart!

Secondly, Callaway sells the components as a "kit" because there are more than three varieties of flywheels that are available for Chevy small blocks. There are neutral balance flywheels and then there are flywheels that require external balancing. If you take a look at the Centerforce webpage on GM small block flywheels, it'll be very evident that it's no easy selection process. There must be 20+ selections on that page. What we're basically looking for from the early C4 Vette years forward is an externally balanced flywheel. Basically, C4 Corvette motors were externally balanced and require an "externally balanced" flywheel. If you send your original flywheel to Callaway, they will make absolutely sure that your new flywheel will be properly balanced the same as the original. However, this is just an extra measure of a detail oriented installation. Factory rotating assemblies were never perfectly balanced from GM. So, if your new single mass flywheel is off just a hair, you'll probably never notice it. However, if you attempt to throw a neutrally balanced flywheel onto your motor-- look out-- it'll rattle the teeth out of your skull.

Lastly, Callaway sells the items as a matched "package" because the thickness of the flywheel is crucial. As Hib mentions, these conversions have been done with standard Camaro flywheels. Buyer beware. They are not all the same! Did you ever wonder why there is a tolerance adjustment on the fulcrum pivot of the ZF-6 bell housing? If you attempt to install a "non-spec" thickness flywheel-- you'll never know that the combination will work till you attempt to pull out of your driveway. All of the sudden you find that your shifts are grinding. Ouch! Out comes the whole trans again to figure out what could be wrong. As a general rule, the fulcrum adjustment should ALWAYS be seated completely and tightly against the bellhousing (furthest from the flywheel). Moving the pivot closer to the flywheel offers extended engagement of the throwout bearing. Trial and error adjustments are not recommended. At that point it's time to check the thickness and alignment specs all the way through.

Additionally, NEVER put any lubrication on any moving parts involved with a clutch assembly. If you're looking to create a huge mess that'll be slung around inside your bellhousing for an eternity.. go ahead and do it! The chance that it'll contaminate the flwheel and holding power of the clutch disc is quite high.

 

[EricVonHa]

The engine builder internally balanced the new motor and installed a neutrally balanced flywheel.


thanks
robert

Centerforce makes a neutral balance flywheel. I used one on an LT4 project in the past. I can't find my documentation at the moment.. but one other thing to pay attention to in ordering this stuff is the number of teeth on the flywheel. Callaway will hook you up with the proper configuration either way. Also, just check to see if the throw-out bearing is included too.

 

[Bluewasp]

Centerforce makes a neutral balance flywheel. I used one on an LT4 project in the past. I can't find my documentation at the moment.. but one other thing to pay attention to in ordering this stuff is the number of teeth on the flywheel. Callaway will hook you up with the proper configuration either way. Also, just check to see if the throw-out bearing is included too.

Ok.. thanks for the info... How many teeth should a Lt4 flywheel have?

 

[EricVonHa]

The 153 tooth version is what you're looking for!

 

[Bluewasp]

I talked to mike V. (not john) at callaway today and he said the kit comes with a hydraulic throw out bearing like in the C5 and costs $105.00. I don’t understand how since there is a clutch fork. C5's don't have or use a fork.

Can someone explain?



Thanks