Mikey Bikey's Scimega

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Post by efi_sprintgte » Fri Jun 14, 2019 9:53 pm

:lol: :w


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Post by geoff corderoy » Sat Jun 15, 2019 10:09 am

Are you going to get the new flywheel balanced to suit a v6?



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Post by MikeyBikey » Mon Jun 17, 2019 10:06 pm

I've purchased the flywheel off ebay and precision clutches in somerset have made me up a 228mm clutch plate with a better performance material and 14 teeth. However the pressure plate is a bit harder to find. No one will commit to a discussion unless i give them a registration number which of course i don't have.

Also the company who I thought was ok, TechniClutch, has a few terrible reviews , enough to make you steer clear. Luckily i just missed buying from them.

Anyways the courier has quoted 2 weeks to deliver the flywheel. I dont want to wait any longer so I thought FI and reattached the dual mass flywheel and clutch with the engine, added the gearbox and lowered it it the engine bay.

Only I've dislocated a finger in the progress and now back in the house realised in the melle didn't check if i'd put the clutch plate in the right way round....

onwards and upwards

I'm trying to type this with one hand and its bleddy painful.


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Post by MikeyBikey » Thu Jul 11, 2019 10:26 pm

So after a lot of research finally found a company that was willing to talk. Brought the LUK kit yesterday and ....

it only all bleddy fits. :o

I've got a c20xe lightweight flywheel, custom 228mm plate for the R28 box, new LUK c20xe pressure plate. The final piece in the jigsaw was moving the concentric slave forward as the 'height' of the new assembly is 20mm less than the 'height' of the existing dual mass flywheel. So I removed the concentric from the box, then removed the bearing and with very gentle pursuasion fitted the traditional taller clutch release bearing to the concentric housing and result !!! its securely on. The new bearing in 18mm taller so takes up the 20mm defecit.

So the new setup is just under 10kg in total weight compared with 16kg for the dual mass. And it a new better quality clutch plate and new LUK pressure plate and bearing. Total cost £235. The existing dual mass was very tired so I'm chuffed to bits. All this on the back of the y32se


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Post by turbster » Thu Jul 11, 2019 11:00 pm

Wow, that sounded like a lot of fun!! Glad you got it sorted..


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Post by MikeyBikey » Fri Jul 26, 2019 7:42 pm

ok, so slow but steady progress. Over the past few weeks I've been making the new flywheel assembly etc to replace the 16kg dual mass flywheel. Frustratingly the courier lost the clutch plate I had made by Precision Clutches. Its taken the best part of a month to sort it and that was only achieved by visiting the depot 150 miles away. It was on the shelf, but central customer support had no record of it....

So as you can see the new plate has a new centre pattern to the old one. That way it will fit onto the newer Vauxhall / Opel gearboxes. They changed the spline pattern at some point.
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So the complete set is as
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So I'll sell the unsuitable plate.
Last edited by MikeyBikey on Fri Jul 26, 2019 7:54 pm, edited 1 time in total.


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Post by MikeyBikey » Fri Jul 26, 2019 7:48 pm

The clutch cover plate was new old stock and didn't come with flywheel bolts. I tried all the ones I had but couldn't get any to fit. After visiting a local specialist he determined they were M7 x 1. A rare size. Also the bolts should be shouldered as the thread in the flywheel holes was only the bottom 1/2 of the hole. The shoulder of the bolt centered the plate as there were no lugs.

I took his advice and tapped them to take M8 x1.25- I was a bit apprehensive and there's not too many of these flywheels around and I didn't want to ruin it. Anyways it actually worked really well. The new sharp tap helped a lot.
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When selecting the new M8 bolts from my collection I was sure to select identical ones, weighing them , 16g each.

When removing the dual mass flywheel there are eight bolts. They were so thin on the head and so close to a raised ridge it was impossible to get a flat surface for the socket and so invariably the first one I tried to removed manually rounded, desite being very careful.

So i thought bugger that and used my 240v impact driver (honestly one of the best tools ive ever bought) and the rest came away no problem.
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So replaced the 16kg piece of poo on the right with a 9kg (including clutch) set up on the left.

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The final bit is the concentric slave. As luck would have it the LUK clutch kit came with a old type (but brabd new) release bearing. So i removed the existing bearing from the concentric, filed away a tiny lip leaving a tube that the new bearing fitted perfectly on, as a tight interference style fit. And it really is quite tight. So chuffed with that one

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Last edited by MikeyBikey on Fri Jul 26, 2019 8:37 pm, edited 3 times in total.


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Post by MikeyBikey » Fri Jul 26, 2019 8:09 pm

So today removed the engine and gearbox, split them, removed the dual mass flywheel, fitted all the new clutch gubbins,re-assembled then refitted in the engine bay.
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Oh and I also made a new rear gearbox mounting. Works a peach with captive nuts
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Quite cleverly, even though there are eight bolts to fix flywheel to crank, the holes are not evenly spaced apart. You have to rotate the flywheel until all eight line up. There is only 1 position to achieve this so I assume its a way of ensuring everything is balanced.


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Post by MikeyBikey » Fri Jul 26, 2019 8:21 pm

The only other remaining mechanical problem is the other end of the gearbox.

The gear selector is a plate with a convoluted but basic mechanism using rods, rubber bushes etc.
When I offered up the original length unit the gear stick was almost behind me. The omega being a longer car meant the engine was that much more forward, so GM made the selector mechanism longer to bring it to the driver. But of course in the GTE the engine is a lot closer so the selector is too far back.

So it leant itself to trimming by 4" or so.
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This is the shortened version in situ.
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Whilst the new position was OK :? the selection itself was sh*te. Felt like a ladle in porridge so I shortened it again and refitted.

Selection stilll felt rubbish so I threw it away and made up my own cradle and knuckle , bolted securely to the back of the box. Removed all rubber components.

Also trashed the gear stick and welded on the Type 5 ford one ... angled backwards to the driver

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Pictures a bit poor but its very very solid. Welded and bolted in 4 places. and its brilliant. Feels like a proper short shift . Chuffed to bits
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The only fly in the ointment is the propshaft. Went to order it today and lo and behold the GM bit at the front that attaches to the rear of the gearbox is obsolete. And I threw one away :doh: when I scrapped the car a couple of months ago thinking the propshaft people would use all new components. So now I'm back to ebay....


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Post by efi_sprintgte » Fri Jul 26, 2019 10:43 pm

Will a MT75 one fit?


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Post by philhoward » Fri Jul 26, 2019 10:58 pm

If you mean the rubber doughnut, yes, they fit - ish. One has studs (Ford?) and the Omega uses bolts IIRC. I think the thicknesses are slightly different but I don’t remember which way round. PCD is the same.

The Omega box and MT75 are so similar it’s scary - pretty sure they’re both heavily based on (I think) a Getrag design.


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Post by MikeyBikey » Sat Jul 27, 2019 6:45 am

Cheers, when I had the gearbox checked over he did state they were German, but again, the box is also impossible to get spares for. Luckily I have two....


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Post by MikeyBikey » Sun Jul 28, 2019 10:37 am

Clutch and brakes all fitted. New kunifer pipes all round

I was going to fit a remote servo, hence the holes , but after talking to Richard and James decided not to and refitted the big bore master. I will get some better brake pads instead, instead of the Wilwood ones, that are bit unforgiving when cold.

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and in cornwall, we didn't get your hot weather last week. 20' max but making up for it today. Workshop temp !!


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Post by MikeyBikey » Mon Jul 29, 2019 10:12 pm

So things progressing well.
LPG injection system. All plumbed in and connected.
Cooling system. All assembled, just fan to wire in although it’s the same system as before so should be ok. I damaged the radiator on engine removal , hopefully it’s ok otherwise I’ll be phoning Phil :D

Brakes and clutch. All connected but fluids not added yet.

Engine itself. All in and fixed and wiring attached.

Alternator mounting to adjust.

Exhausts to fit although I’ve mocked these up ok.

I’ve purchased an omega prop off eBay and having it delivered directly to d&h to make up as a bespoke.

I’ve remedial work interior wise including realignment of steering column and refitting the dash and clocks. Ive done that so bleddy often I’m loath to do it again :roll:

Oh and the injector wiring is too tight for my liking. The loom was sooo long and I’ve cut it too short. Doh.


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Post by philhoward » Tue Jul 30, 2019 6:05 am

MikeyBikey wrote:
Mon Jul 29, 2019 10:12 pm
Oh and the injector wiring is too tight for my liking. The loom was sooo long and I’ve cut it too short. Doh.
You daft plank! :mrgreen:


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