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Try spraying carb cleaner/injector cleaner around any of the areas where vacuum leaks could be present (intake gaskets, TB gaskets, o-rings around injectors/IAC/etc).

It'll surge if there is a leak in the area you spray.

Cracked UIM or LIM, wouldnt be a shocker.

After reading some on the G6 Forum.. turns out the 07 F40 6 speed has closer ratio 4-6th gears.. I thought the 07 trans had better gearing altogether but I was wrong.

I am definitely going to the 06 F40 this winter. Being at 3100 RPM at 70mph sucks.

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I'm at 3000 RPM at 70 and still manage to get 33 MPG...

Also, be careful with the transmissions. 06's had some issues with an internal part failing (and I can't remember for the life of me what it was, I'd have to look it up again). That's why a lot of those new F40's were on ebay a while back.

3100 RPM - damn thats Q4 territory with the old HM282.

I will look further into the 06 trans then.. I knew they sometimes have an issue going into 3rd when cold but didnt know about an internal part completely failing.

Thanks for the advice about finding the vacuum leak by the way. I will check all that out on Saturday.

Rain has been killing me being able to drive the Z the last few days.. The forecast said it was supposed to rain but I didnt see any on the live radar so I had both cars at work again.

Got some miles on it again tonight and it didnt miss a beat.



Then after work I took some quick pics






I cleaned out the garage some Wednesday and finally found my strut tower brace. Going to clean it up and install it this weekend along with getting the rest of the interior pieces painted and installed.

I also ordered a Suede centennial C6 ZR1 e brake handle and boot to match my shift knob and boot.. Hopefully that arrives soon so I can get the e brake lever modified for it and installed before Bfest

SummitBalt08 wrote:I knew they sometimes have an issue going into 3rd when cold but didnt know about an internal part completely failing.

My F40 hates shifting in cold weather, and it's a 2011 with 16k on it, been that way since new.

heavywoody wrote:I'm at 3000 RPM at 70 and still manage to get 33 MPG...

Also, be careful with the transmissions. 06's had some issues with an internal part failing (and I can't remember for the life of me what it was, I'd have to look it up again). That's why a lot of those new F40's were on ebay a while back.

Synchronizers. One of the engagement dogs or some such, I did the research back in the day, Joseph Upson from the Fiero forums did a lot of poineering work converting this tranny over from the G-6, and had that problem IIRC. It seems that a big issue with them is ditching the ridiculously heavy/bulky dual-mass flywheel (oops, which I had to do since my 3800 uses an eight-bolt flywheel ) in favor of an ultra-light flywheel (mine is NOT ultra-light by any stretch of the imagination -it is stock fourth-gen F-body, and is so thick that I initially had to build aluminum spacers for the Muncie 282 to push it far enough away from the block that I could use that flywheel without milling it down -IIRC, it is 5/16" thicker than the 60-degree V-6 flywheels intended for the Muncie... It is still, again IIRC, ~.475 inch too thin for the F40. To make up for that, I milled my bell-housing down and added as much of a spacer behind the asinine concentric slave as I could -I still had to install a new input-shaft seal behind it since the d@^%! concentric is a three-in-one throwout-bearing/slave-cylinder/input-shaft seal assembly that can't be shimmed-out otherwise).

I was pretty sure I had the better (for top-gear highway cruising use, that is) ratio in my '06 trans, but I didn't realize that the other one (yours) would actually be worse than the five-speed... Ugh, sorry for the disappointment on that end of it. My sixth is DEFINITELY taller (lower engine RPMs at highway speeds) than the fifth gear in my "non-Quad" Muncie 282. The car is fighting with a bad F/I again right now, possibly an O2 sensor problem, and I am still trying to find the time to get everything I need to fix the car so I can get her back out on the road and get some good numbers here for you... It is going to be a while. You already have more miles on your six-speed than I've been able to put on mine -I am a little jealous over here...

3X00-Modified wrote:I'm running the nbody hubs with no issues... There could be a mixup with something else referencing a ppm for the speedo but I did change the rotations per mile to make the speedo read right.

Barring any other obvious issues, I am betting on the higher pulse-count from the F40's VSS and the subsequent reprogramming being the ABS issue -just something mis-matched in the programming that didn't like the change, but you would know vastly more about that than I would. I wish I could reprogram my GTU's ECM for the new VSS pulse-rate, but the VSS only feeds the original OBD1 ECM (I have a digital-dash in my GTU, which requires the ECM for speedometer, tach, and coolant-temperature functions, as well as most of the add-ons it displays, such as Range, MPG, etc that don't display accurately in my GTU since that computer no longer runs the engine), so my new DHP can't even help out there. Too bad he can't seem to get a read off the ECM for that trouble light... I don't know why those are treated so differently than Powertrain trouble-codes that OBD2 made so standardized...

Would agree with that if it was just the ABS light on but since it's both abs and brake I feel there is some other electrical issue somewhere.

And the abs has its own ecm too that's why dhp can't read it... It's not the ecu inside the car it's under the hood in the cowl area.

Not 100% cleaned up yet but got some good pics of it.

More to come this weekend.



















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Do you have a fully functioning OBD-II plug in the dash so all the pins are where they should be? I can bring my scanner with me to read your ABS codes if it would help.

3X00-Modified wrote:Would agree with that if it was just the ABS light on but since it's both abs and brake I feel there is some other electrical issue somewhere.

And the abs has its own ecm too that's why dhp can't read it... It's not the ecu inside the car it's under the hood in the cowl area.

Yeah, that is right... I forgot about that. It is the same unit that was in my '92 N-Body GA... Thanks for reminding me. As far as the 'Brake' light being on, is that actually controlled by either the ABS module or the PCM in the OBDII setup, or is it just e-brake and fluid-reservoir level-switch controlled? It has been a while since I dug around on either my '92 GA or my '95 Z-26, and neither of those were OBDII, obviously, but I don't recall that the PCM in either car controlled the grounding circuit to the 'Brake' warning light... I don't remember for sure either way though.

Shawn, the car is looking great. Even if the gearing isn't what you were hoping for, as you say the shifting is a lot better, and that trans should last you a good long time, even with the added torque of your 3500. Job well done lad!

Rettax3 wrote:
Shawn, the car is looking great. Even if the gearing isn't what you were hoping for, as you say the shifting is a lot better, and that trans should last you a good long time, even with the added torque of your 3500. Job well done lad!

Thanks! Gearing on the highway definitely is not what I had hope, but that is the ONLY downfall to the swap. It is rediculously smooth shifting and all.