Then remains the "hydraulic release" impact on lifetime with plate wear : I believe the system I have takes reasonable care of this (std disclaimer : if I set it correctly...) as the spring motion after wear is taken up by the light spring inside the slave to maintain contact with the ring (i.e. less fluid in the slave at rest then) - just like one would adjust manually the rod and clevis on the original setup. As long as there is enough free travel with the slave to accomodate bearing motion under plate wear, I fail to see a significant difference between fork and annular clutch release from that perspective.
- Fourth Gear
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- Joined: 02 Sep 2013
- Location: France
My fear is that without a self adjusting clutch you will run into problems with the concentric slave cylinder travel as the clutch wears. When and how the problems arise will depend on the installation setup dimension and how much clutch wear overtime.
The only problem I experienced with the self adjusting clutch on my Landcruiser is that for a period between 300,000 km and 350,000 kms if I went to maximum revs before changing gears something happened to the self adjusting mechanism and clutch travel to release increased for the next 4 or 5 applications until it adjusted itself again back to normal. This only happened for a while and has now gone away again.
Just need to be aware of limitations of new technology you may adopt and its implications
- Coveted Fifth Gear
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- Location: Melbourne, Australia
I was concerned about the amount of pressure the spring exerted against the release bearing initially, but as these are all standard parts in the clutch system in the Contour/Mondaeo, I convinced myself that Ford must have designed it that way to make for a minimal maintenance system. With about 3000 miles on the clock, everything is working as designed. Only time will tell.
One of the reasons I went with this system in the first place was, it used all standard parts, and the bonus was I was able to remove the external slave cylinder, including the ring on the side of the bell housing, allowing the exhaust header to be raised above the bottom of the chassis, and it also gave a bunch more room for the much larger diameter pipes for the 4-2-1 system. Now, the only part of the exhaust that is below the chassis is where the pipe drops below the chassis at the center line behind the gearbox. The rear header support bracket is now mounted to a stud welded to the head of the bottom bolt that holds the tail housing to the center section of the gearbox,
1964 Sabra GT
1964 Elva Mk4T Coupe (awaiting restoration)
1965 Ford Falcon Ranchero, 302,AOD,9",rack and pinion,disc,etc,etc,etc
1954 Nash Healey LeMans Coupe
Tread softly in the grease mud, for there lurks the skid demon
- Coveted Fifth Gear
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- Location: Escondido, California
I have had one in my last 3 Elans without any problems. I made up a plate to bolt onto the original release lever opening with 2 holes, one for the supply hose and one for the bleed hose fitting. Fairly close to the exhaust but works fine with my current race car. Bleeding never been an issue using a vacuum bleeder.
- Second Gear
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- Location: Sydney, Australia
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