Clutch fork travel - Page 5

ERA Chas · #1 (**permalink**) 02-07-2014, 04:55 PM

I think Brent would have been aware of flywheel thickness with the 2 discs he spec'd.
If he sent it that way, I think it's the right part-he did preassemble before shipping parts.

DanEC · #2 (**permalink**) 02-07-2014, 05:13 PM

Quote:

Originally Posted by ERA Chas

I think Brent would have been aware of flywheel thickness with the 2 discs he spec'd.
If he sent it that way, I think it's the right part-he did preassemble before shipping parts.

Chas - I'm not saying the flywheel choice was right or wrong - but flywheels come in a wide range of thicknesses. Pick a thicker flywheel and throw in a dual disk clutch and the accumulation of dimensions with a TKO6 600 transmission may raise up and bite you like I'm suspecting here. Probably never create an issue with a single disk clutch that represents most of the market. I don't imagine that Brent had the transmission in his shop to test fit. I'm still sort of surprised that Tremec doesn't caution about checking retainer clearance in their installation instructions since they have a big aftermarket.

ERA Chas · #3 (**permalink**) 02-07-2014, 05:23 PM

Quote:

Originally Posted by DanEC

Chas - I'm not saying the flywheel choice was right or wrong - but flywheels come in a wide range of thicknesses. Pick a thicker flywheel and throw in a dual disk clutch and the accumulation of dimensions with a TKO6 600 transmission may raise up and bite you like I'm suspecting here.

Your point is good-I just think Brent would have accounted for that. Hopefully he'll weigh-in on this point.
And yes, no matter what the cause, Jeff has paid his dues thrice over with this problem. It's just not fun like this.
Hope the answer appears before he needs back surgery.

lippy · #4 (**permalink**) 02-07-2014, 05:41 PM

One more question (I really want to make sure I get this right):

When I put the trans in neutral and turn the rear wheels by hand, it is fairly smooth and easy.

Now that I've backed out the trans on its bolts 3/32", when I put the car in gear and depress the clutch, I can turn the rear wheels by hand. The clutch releases. But I do hear something rubbing a bit (sounds like the clutch), and there is a bit more resistance compared to turning the wheels in neutral. Of course, I'm spinning the internals of the trans when I do this, so this may be normal.

Does this sound right?

blykins · #5 (**permalink**) 02-07-2014, 06:11 PM

Dyno day today, been a long day.

Ok, let's see....

This is an all McLeod setup, flywheel, clutch, and fork. Their flywheels are thicker than the RAM flywheels I've used, the bolts don't stick through the back of the crank flange like they do with the RAM. With that being said, this is a combo I've used multiple times over, with both FEs and 385s. I've never ran into this issue before. Didn't have the trans here, Jeff received it several months ago.

Jeff, it's going to be different when the trans is in gear and the clutch is engaged. Lots more stuff turning, like the discs, synchros are locked to the gears in the trans, etc.

frdfver · #6 (**permalink**) 02-09-2014, 12:10 AM

You may already know to be careful when pulling the retainer that the input shaft stays put, makes life easier.

DanEC · #7 (**permalink**) 02-09-2014, 05:25 AM

Quote:

Originally Posted by frdfver

You may already know to be careful when pulling the retainer that the input shaft stays put, makes life easier.

I'm curious as to what ight happen? Pulling the retainer on a Muncie of Toploader doesn't disturb the input at all. What's different on a Tremec?

blykins · #8 (**permalink**) 02-09-2014, 06:11 AM

Quote:

Originally Posted by DanEC

I'm curious as to what ight happen? Pulling the retainer on a Muncie of Toploader doesn't disturb the input at all. What's different on a Tremec?

On a Tremec, the input shaft is just "clocked" when installed. That's why it's so easy for an end-user to install a short input shaft by himself. You literally pull the bearing retainer, turn the input shaft a little bit to a keyed position, then pull it out. It's not like a Toploader where you have to drop the countershaft to get the input out.

I've already reminded Jeff, but the bearing retainer goes on in one direction, as it has a feed hole in it that oils the input shaft bearing.

DanEC · #9 (**permalink**) 02-09-2014, 07:03 AM

Quote:

Originally Posted by blykins

On a Tremec, the input shaft is just "clocked" when installed. That's why it's so easy for an end-user to install a short input shaft by himself. You literally pull the bearing retainer, turn the input shaft a little bit to a keyed position, then pull it out. It's not like a Toploader where you have to drop the countershaft to get the input out.

I've already reminded Jeff, but the bearing retainer goes on in one direction, as it has a feed hole in it that oils the input shaft bearing.

Thanks Brent - I was wondering if unlike older transmissions, the Tremec main drive gear wasn't machined integral with the input shaft. Apparently it's not.

patrickt · #10 (**permalink**) 02-09-2014, 08:37 AM

Lippy, take pics of the work before and after and then post a new thread, with descriptive words that show up easily on a Google search. Even showing how you pull the retainer. I know this sounds like an unusual case, and maybe it is, but for the next guy that is using those components, and they are pretty typical after market parts, an informative thread by you would be worth its weight in gold. And this is not just a "Cobra related problem." When I was looking around, I found similar problems to yours on every niche-car-forum you could imagine. You have to detail it in a new thread though, you can't leave it all buried here.

ERA Chas · #11 (**permalink**) 02-09-2014, 10:05 AM

Although I agree about the value to others, that's a ton of work for a guy that's been hammered by this problem.
I'm sure he just wants to get the fix after the now-third trans-out in a residential setting. Think he's paid his dues.

frdfver · #12 (**permalink**) 02-09-2014, 10:06 AM

Lippy, Looks like Brent is taking care of things with some good info. Agree with patrickt, other problems with trans, pilot brg, bellhousing mismatch or interference. Even where the clutch disc input splines are contacting the pilot brg. Best of luck...

Paul T.

lippy · #13 (**permalink**) 02-09-2014, 10:46 AM

Hey, these things happen. Patrick has a good point. I'll put up another post, but I want to make sure this is solved first.

kevins2 · #14 (**permalink**) 02-12-2014, 05:31 AM

Good news. Now you can get back to working toward that first start...

Kevin

tkb289 · #15 (**permalink**) 02-12-2014, 09:02 AM

Quote:

Originally Posted by kevins2

Good news. Now you can get back to working toward that first start...

Kevin

... and then that first drive ...

patrickt · #16 (**permalink**) 02-12-2014, 09:06 AM

Quote:

Originally Posted by tkb289

... and then that first drive ...

... remember to tighten the spinners.

frdfver · #17 (**permalink**) 02-12-2014, 09:45 AM

Good to hear you got it sorted out and working. One more part of your car you are very familiar with. We shall endeavor to persevere...

Paul T.

DanEC · #18 (**permalink**) 02-12-2014, 11:20 AM

Good news - how's the pedal pressure on that dual disk clutch set up?

lippy · #19 (**permalink**) 02-12-2014, 01:21 PM

Quote:

Originally Posted by DanEC

Good news - how's the pedal pressure on that dual disk clutch set up?

It feels pretty light, but it's hard to tell without seats, and while the car isn't yet running. I'll have a better feel for it when I get the car on the road.