Another clutch disaster!
Discussion
Thought I had been through everything with the clutch.
Failed Master cylinder. Replaced.
Failed Slave cylinder, relevant part of bell housing heavily scored so went with remote Tilton slave.
Pipe to slave cylinder accidentally knocked during gearbox work. Clutch went on way home from service.
Clutch plates wearing thin. Replaced by clutch specialist in Leeds.
One year on - this happens................
Anyone seen this and ideas as to cause welcome!
Failed Master cylinder. Replaced.
Failed Slave cylinder, relevant part of bell housing heavily scored so went with remote Tilton slave.
Pipe to slave cylinder accidentally knocked during gearbox work. Clutch went on way home from service.
Clutch plates wearing thin. Replaced by clutch specialist in Leeds.
One year on - this happens................
Anyone seen this and ideas as to cause welcome!
Good questions. It does look as if it has been rescued from the Titanic, doesn't it. The car had done a low mileage when I got it, around 24000 over 16 years from memory, so perhaps it was the original clutch.
The clutch was removed by my local garage today so I will ask more about the retaining bolts and flywheel.
After the Tilton was installed the only issue I found with the clutch was that it was randomly either heavy or light in operation. There was no rhyme or reason, i.e. didn't matter whether from cold or hot, length or type of journey etc.
When it failed this time it had gone through some heavy city traffic. I parked up for a hospital visit for 40 min and I remember that when I returned the gear lever was really hot - strange. Parked up again after 5 minutes. Then on restarting clutch squealing, some squeal even when disengaged. 10 minutes later clutch failed. Parked up at my parents place in Edinburgh before setting off for home. Clutch pedal had returned - just enough to get us on the road home - but then failed permanently. Had interesting journey back to Ayrshire in 4th gear!!
The clutch was removed by my local garage today so I will ask more about the retaining bolts and flywheel.
After the Tilton was installed the only issue I found with the clutch was that it was randomly either heavy or light in operation. There was no rhyme or reason, i.e. didn't matter whether from cold or hot, length or type of journey etc.
When it failed this time it had gone through some heavy city traffic. I parked up for a hospital visit for 40 min and I remember that when I returned the gear lever was really hot - strange. Parked up again after 5 minutes. Then on restarting clutch squealing, some squeal even when disengaged. 10 minutes later clutch failed. Parked up at my parents place in Edinburgh before setting off for home. Clutch pedal had returned - just enough to get us on the road home - but then failed permanently. Had interesting journey back to Ayrshire in 4th gear!!
Thanks guys. Will report back when I find out more over the next few days. Will need new clutch - currently in short supply btw as in AP Racing haven't said when they are resuming production - so maybe a Helix - but will have to do the Sherlock stuff to stop this from happening again. Any comments from others who have had the Tilton conversion?
The clutch specialist in Leeds [Mick - very helpful], has had a look at the photos and agrees with you guys that the thrust bearing has caused the clutch to grenade.
The possibilities are 1. Wrong design of bearing (tilton part) 2. Faulty bearing and 3. Problem with setup and preload was applied to bearing.
Any advice on setting up the tilton slave and bearing, from those who have done it, with sepcial reference to avoiding scenario 3, would be appreciated.
In process for ordering a helix clutch, as there is no fixed date for the ap clutches becoming available.
Cheers!
The possibilities are 1. Wrong design of bearing (tilton part) 2. Faulty bearing and 3. Problem with setup and preload was applied to bearing.
Any advice on setting up the tilton slave and bearing, from those who have done it, with sepcial reference to avoiding scenario 3, would be appreciated.
In process for ordering a helix clutch, as there is no fixed date for the ap clutches becoming available.
Cheers!
It seems that during some of the past work, and I am being deliberately non-specific, the remote slave cylinder might have been screwed back in too far, in fact to the maximum possible extent, without measuring the position. Could this have caused the problem in the end by the thrust bearing somehow protruding too far? This was how it was found, at a slight angle, with metal particles on the surface. The seal at the bottom of the slave cylinder was distorted in two places. There was no sign of heat damage / discolouration as would have been expected with a seized bearing. The local garage thinks that somehow too much pressure was applied to the fingers, one or more snapped, and then they all went. If the above is correct, then it is an expensive mistake on someone’s part. Most likely at my expense, the way these things go.............
Thanks cerbwill for the previous link to instructions. I am told that the first time it was installed, instructions were followed to the letter. 2nd time, elsewhere, may have been under time pressure, don’t know yet whether instructions were accessed. Anyway, result was spectacular and expensive. Now having second thoughts about helix having read the forums. Wonder how clivef got on with his clutch from clutch-specialists in Leeds? Or I could just wait for an AP.
Yes, I think tilton products are quality work, but as in this instance they can self-destruct if not set up correctly or if clutch implodes. I am about to find out but wouldn’t be surprised if price has gone up considerably since the pound went down.
Edited to say - fellow sympathy to Byker. Might coincide with engine work but unless you are lucky and it is just the master cylinder, the costs can add up. The clutch seems to be the Cerbera’s achilles heel.
Edited to say - fellow sympathy to Byker. Might coincide with engine work but unless you are lucky and it is just the master cylinder, the costs can add up. The clutch seems to be the Cerbera’s achilles heel.
Edited by DCerebrate on Sunday 1st October 14:11
Might just be that the master cylinder was of a 'certain age' (analogous age alert, after 50 our health can go suddenly wrong for no apparent reason). If it is the master cylinder you might have to think of changing the slave again as elsewhere on the forum there is a warning that gubbins from a deteriorating master cylinder can then damage the slave.
New clutch is finally in, thanks to competition supplies for the Tilton Slave, a very generous PHer who donated a used AP clutch (for refurb with Kevlar plates by CG motorsport), and to my local garage for putting it all back together. The feel is totally different - very light (no longer uber-manly?!) - and with a short-travel pedal stop to prevent the slave from over-stroking. In fact it is so different that I have had to conclude that the last set-up was in difficulties from the date of installation, so perhaps amazing that it lasted for 2 years. All was done for under £1k, and the largest part of that was the Tilton, due to it being a US built motorsport part and with the depreciation of the £. The take-home message is that anyone doing the Tilton conversion should ensure that the instructions for measurements and installation are followed to the letter. They are available on the Tilton website.
And old cerbie lasted for all of 5 miles before the wiper motor died! To be fair, it is almost two years since it has had to be trailered.............
And old cerbie lasted for all of 5 miles before the wiper motor died! To be fair, it is almost two years since it has had to be trailered.............
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