UPDATE TIME !!!!!!!!!
I know it's been a long while since the last post, but the shop has been busy, there are many projects at home to do and with the Fiero, well, it's easier for me to work on it than type out a post( I hate typing!!)
So, my goals for the off season were to freshen the LS6, as it has been 4 trouble free seasons and I felt that it was time for it to come out and just have a look inside. I replaced the valvesprings( with new GM LS6), oil pump( with the now popular high volume unit from the 2011 Camaro), and installed the ASA camshaft( I just wanted that "rumpity-rump" idle !!). Then I turned my attention to the front of the engine. I wanted to clean up the serpentine belt/reverse rotation water pump as I planned on installing a smaller 3 disc clutch, as wanted to make sure that there was no chance of belt slippage or jumping off due to the much quicker revving. I went with the Stewart/Wegner Racing water pump as it is normal rotation and would simplify belt routing. I would definitely recommend this pump as it makes the belt routing MUCH simpler without the need for weird idler pullies and extended belt length. It also simplifies the coolant routing for race/track cars without heaters as it has a thermostat-type of flange at the top. Now, the only caveat is that for those that need the front of the engine to be "low profile" with as short a belt drive/waterpump length as possible, then this setup may not work for you as the pump and drive extends out 1.25in more than the LS2 pump I had before, but the advantage of the better pump, modular, stackable crack pulley( I can just add a drysump drive at a later date if I wish) and the better full race-type ATI balencer, I felt that it was a fair trade off. I then moved the alternator to the lower driver's side and mounted a tensioner and idler to it's bracket that I milled out of 1/2 alum. plate. To test everything and rough in the fuel map with the new camshaft, I ran the engine on a friend's dyno with output now at a nice solid 450 hp and a great flat torque curve( I don't have the figures in front of me right now) with no leaks or belt issues.
Then I turned my attention to the clutch. I ended up using a 7 1/4in Quartermaster Optimum V (new 8 lug design) 3 disc unit( I will tell the tale of the bargain purchase later), but had to fabricate an adapter ring for the starter ring gear so I could reuse the high torque Porsche 930 starter I already had. I drew up some rough plans, then took the clutch cover and new ring gear to a friend who digitized it and CNCed it out of 3/4 plate. This put the ring gear at the same distance off the back of the block as the original clutch supplied by Kennedy. A Tilton hydaulic release bearing mounted to a custom bracket where the original Porsche release bearing nose went completes the package.
So, after 2 trouble free events( 2 days at new Jersey Motorsports park, and then 2 at Watkins Glen), I can attest to the increase in power( around 35-40hp increase)due to the cam change with a more aggressive engine note,along with the much improved throttle response due to the reduced moment of inertia of the smaller/lighter race clutch make the car more fun to drive. The quicker revving with the race clutch really helps shifting with the dog ring gears as the rev-matching is smoother.
I'm sure I have glossed over a few details along the way, so bring on the questions and comments....................