XJS TH400 to TKO500 conversion from your friendly Ohio redneck.
#82
#83
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I'm starting to seriously re-think my plans to convert mine to a 5 speed. Sadly, what should have (or COULD) have been an ideal set up from a vendor has turned into a nightmare.
I will never, ever purchase anything from them, and will advise my fellow Jaguar friends to avoid them as well.
I will never, ever purchase anything from them, and will advise my fellow Jaguar friends to avoid them as well.
#85
#86
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I'm afraid a bolt in an 'ole is not an engineering solution and my bet would be that you've lost concentricity.
I'd consider resetting the bell housing, buying some dowel pins and a reamer to fit and making damned sure nothing can move.
#87
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Jonathan-W (04-24-2017)
#89
#90
#91
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There could be a couple of causes.
If I read your numbers correctly, I believe the runout on the flywheel is within acceptable limits (less than .002"), but judging from the pattern, I think you may have inconsistent clamping forces on the pressure plate. If it were a contaminated disk, the heat marks wouldn't be on just one side of the PP and FW, but in this case it looks as though only one half of the assembly is clamping.
Bolts are important. The cover has to be properly clamped to the flywheel, so make sure your bolts are all the same, don't have the wrong shoulder, and don't bottom out. Look at the diaphragm to see if it is even when bolted down. The bolts are particularly important here. Your setup doesn't appear to use dowels, so the bolts must be shouldered to hold the PP in place. If a diaphragm style PP is not on-center, as it rotates the release bearing will deliver inconsistent forces thru the spring diaphragm causing chatter and vibration.
There is a remote possibility that the pressure plate was incorrectly machined but that is rare for one to slip thru.
The only other thing I can think of is to inspect closely to make sure the clutch disc doesn't have any broken springs.
If I read your numbers correctly, I believe the runout on the flywheel is within acceptable limits (less than .002"), but judging from the pattern, I think you may have inconsistent clamping forces on the pressure plate. If it were a contaminated disk, the heat marks wouldn't be on just one side of the PP and FW, but in this case it looks as though only one half of the assembly is clamping.
Bolts are important. The cover has to be properly clamped to the flywheel, so make sure your bolts are all the same, don't have the wrong shoulder, and don't bottom out. Look at the diaphragm to see if it is even when bolted down. The bolts are particularly important here. Your setup doesn't appear to use dowels, so the bolts must be shouldered to hold the PP in place. If a diaphragm style PP is not on-center, as it rotates the release bearing will deliver inconsistent forces thru the spring diaphragm causing chatter and vibration.
There is a remote possibility that the pressure plate was incorrectly machined but that is rare for one to slip thru.
The only other thing I can think of is to inspect closely to make sure the clutch disc doesn't have any broken springs.
Last edited by MustangSix; 03-05-2013 at 11:48 AM.
#92
![Default](/forum/images/icons/icon1.gif)
There could be a couple of causes.
If I read your numbers correctly, I believe the runout on the flywheel is within acceptable limits (less than .002"), but judging from the pattern, I think you may have inconsistent clamping forces on the pressure plate. If it were a contaminated disk, the heat marks wouldn't be on just one side of the PP and FW, but in this case it looks as though only one half of the assembly is clamping.
Bolts are important. The cover has to be properly clamped to the flywheel, so make sure your bolts are all the same, don't have the wrong shoulder, and don't bottom out. Look at the diaphragm to see if it is even when bolted down. The bolts are particularly important here. Your setup doesn't appear to use dowels, so the bolts must be shouldered to hold the PP in place. If a diaphragm style PP is not on-center, as it rotates the release bearing will deliver inconsistent forces thru the spring diaphragm causing chatter and vibration.
There is a remote possibility that the pressure plate was incorrectly machined but that is rare for one to slip thru.
The only other thing I can think of is to inspect closely to make sure the clutch disc doesn't have any broken springs.
If I read your numbers correctly, I believe the runout on the flywheel is within acceptable limits (less than .002"), but judging from the pattern, I think you may have inconsistent clamping forces on the pressure plate. If it were a contaminated disk, the heat marks wouldn't be on just one side of the PP and FW, but in this case it looks as though only one half of the assembly is clamping.
Bolts are important. The cover has to be properly clamped to the flywheel, so make sure your bolts are all the same, don't have the wrong shoulder, and don't bottom out. Look at the diaphragm to see if it is even when bolted down. The bolts are particularly important here. Your setup doesn't appear to use dowels, so the bolts must be shouldered to hold the PP in place. If a diaphragm style PP is not on-center, as it rotates the release bearing will deliver inconsistent forces thru the spring diaphragm causing chatter and vibration.
There is a remote possibility that the pressure plate was incorrectly machined but that is rare for one to slip thru.
The only other thing I can think of is to inspect closely to make sure the clutch disc doesn't have any broken springs.
- Pressure plate was torqued to spec, at 40 lb/sq.ft and seemed in place when I was removing bolts.
- All bolts came from kit manufacturer and did have shoulder to center the PP in place.
- There was no contamination on surfaces whatsoever
- Clutch disk shows no signs of damage and looks perfect from side and both surfaces.
#93
#94
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BTW, I checked input shaft on the gearbox and it does have some play, maybe a .5mm from side to side. I suppose slight play is normal?
Last edited by Mish_Mish; 03-05-2013 at 09:18 PM.
#95
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Some play in the input is normal. That's why it needs to be supported in the pilot.
The input bearing retainer should fit snugly in the bellhousing to center it. Is it the correct size? A GM-sized input will fit but will not be centered in a Ford-sized hole.
Again, I'm just looking to make sure that everything is concentric.
The input bearing retainer should fit snugly in the bellhousing to center it. Is it the correct size? A GM-sized input will fit but will not be centered in a Ford-sized hole.
Again, I'm just looking to make sure that everything is concentric.
#96
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Some play in the input is normal. That's why it needs to be supported in the pilot.
The input bearing retainer should fit snugly in the bellhousing to center it. Is it the correct size? A GM-sized input will fit but will not be centered in a Ford-sized hole.
Again, I'm just looking to make sure that everything is concentric.
The input bearing retainer should fit snugly in the bellhousing to center it. Is it the correct size? A GM-sized input will fit but will not be centered in a Ford-sized hole.
Again, I'm just looking to make sure that everything is concentric.
I finally spoke to supplier and they sent me new pressure plate and spacer rings to go behind telescoping throw out bearing assembly. I was short on couple of these rings and had to fabricate a thicker ring with the use of breaking caliper ring of some sort.
The only thing I can think of that would cause such uneven engagement, is if the back of throw our bearing was not sitting a 100% perpendicular against the transmission front wall. However, TOB sits very snug on the input shaft sleeve, so any major askew, due to my custom made spacer rings is not possible.
#97
#98
#99
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Issue resolved! I just reinstalled gearbox and clutch now is perfect.
I believe the reason for vibration was my custom made, thicker spacer ring under throw out bearing. Supplier did not send me enough of those, so I had to fabricate one with extra thickness. Being slightly off parallel, my custom made spacer was causing TOB to engage at an angle, thus making vibration on release.
I could blame supplier for not supplying enough spacers, or myself for not having machine shop precision, instead I blame BOTH!
I believe the reason for vibration was my custom made, thicker spacer ring under throw out bearing. Supplier did not send me enough of those, so I had to fabricate one with extra thickness. Being slightly off parallel, my custom made spacer was causing TOB to engage at an angle, thus making vibration on release.
I could blame supplier for not supplying enough spacers, or myself for not having machine shop precision, instead I blame BOTH!