The new flywheel maintained the same start ring gear location and center button dimensions. A stock flywheel and 3D printed spacers were used to ensure the new spacing was correct. Ultimately it was decided a custom flywheel was the best route and would provide the most value for the kit. Neither proved viable especially if machning of the bellhousing was to be elminated. Starter relocation was explored both by modifying a Tilton startor and by incorperating the offset into the adapter plate. Spacing the flywheel out not only requires a spacer, which must be precisly machined, but also requires custom flywheel bolts and stator relocation. The spacer route was initially explored as I percieved it to be a cheaper option that also allows for the use of any L-Series flywheel, as many people will have already upgraded this as part of their engine builds. These differences require the relocation of the L-Series clutch which can either be accomplished through a flwheel spacer, or a new custom flywheel. The adapter also moves the transmission out a little further. However the 350z's dual mass flywheel and clutch assembly is much taller then the L-Series which places the input shaft splines further away from the engine. The stock L-Series and 6Spd share the same input spline count. The next challange was to properly align the L-Series clutch with the 6spd transmission input shaft and clutch hydraulics. The accurate bolt and alignment feature measurements along with the perimeter profiles provided the building block for the adapter plate design. Profiles for the bellhousing and engine block were transferred by hand and scanned into the computer for digitization. The same was done with the transmission bellhousing except a vertical milling center was used for location which allowed us the reach to measure the input shaft bearing surface. A CMM was used to capture the engine block mounting dimensions along with the crank centerline. To kick off the project the 6spd bellhousing and block were delivered to a local machine shop with accurate measuring equipment. All CD transmissions are interchangeable and can be had used for a reasonable price, especially earlier revisions, new transmissions are also available for under 1700 dollars. Turbo guys may want to opt for a 3.36 or 3.54 to help load the engine down low. It is a close ratio transmission which gives a short first gear, great for low end acceleration in N/A when matched with a short rear, I run a 3.7 in my car. The later revision transmissions, CD009, have robust syncros and are capable of handling as much power as most L-Series builds can produce! The transmissions are wonderful to drive, they are very smooth and the shifting feel is direct. I have owned a 350z track edition and now run a VQ35DE in my 240z, both of which used the CD transmission. A key feature for this design was to come up with a solution that required little to no machining and can be done in the home garage. However, it looks like the one you have installed uses more rubber, which could dampen noise a bit, which as ive mentioned is already enhanced on my end by a 19lb single mass flywheel.The goal for this project is to provide an adapter plate to mate a VQ35DE 6 speed transmission (CD) to an L-Series block. Our Z32 transmission adapters have worked well, but the hardest part for many folks is finding a machine shop capable of modifying the bellhousing at a reasonable cost. My current mount, from hardrace, uses a rubber bushing encased in alu, so performance wise it should be the same, perhaos better as it is a very stiff rubber. Yes i am particularly interested in the noise aspect. If its any other poly or solid type mount then other than being quiet I'm not sure it offers any more (or any less for that) in terms of support and controlÄon't think anything is under additional stress just think it eliminates the movement under load that the gearbox experiences If you've ever driven with something heavy loose in the boot then you'll know the effect it has when it jolts the car around, the same of when the engine has that small movement and jolts load through the front end.its got to be better to get rid of that movement and the negative effects it has and its worth noting that like the gearbox mount there's no additional NVH That said, on track the front end it definitely improved in terms of turn in and response and some of that I'd give to the mounts. No problem!! Re engine mounts, its hard to review them as I changed so much at the same time as installing them.
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