Reply to "Newer clutch slave"

I have the unit sold/installed by Dennis.

DO NOT DO THIS CONVERSION.

And this is also the advice Dennis will now tell you, too.

Why? Because while it works fine most of the time, it is the 'most of the time' issue that means you should stay away.

To do any adjustment, or replace any parts - and these are things that clutches require - you must remove the ZF.

And to remove the ZF, you need to undo/remove a whole lot of other stuff. MAJOR PITA.

Then why did Dennis use them??!! Because in the days before the long through slave, this was a good work-around for that problem. But as there is no off-the-shelf unit for the ZF input shaft cover it requires some fabricated conversion pieces, and I had problems with that adaptation method (fixed and no longer an issue). Sadly THAT problem did not come up until several months after I had pulled everything to replace the dried-out quad-ring seals that had fluid dripping off the bottom of the bellhousing.

So in the span of about four months, I got to do two R&R sessions with the ZF.

Buy a good clutch package, buy a nice SS long-throw slave, rebuild your stock master and enjoy life.

Larry

Send me a Private Topic message if you want the complete, tear-inducing details.

See the female threads on the dark piece? See the male threads on the aluminum adapter piece? This is how the clutch clearances are set. The other aluminum piece - notched for the three bolts holding the input shaft tube in place - comprises the adaptation done by Dennis.

See the o-rings inside the male-threaded piece? These are in theory designed to keep that piece locked in place on the input shaft tube. Theory is a great thing, when it works.

Mine managed to slowly rotate and lost proper clearances. Three 4/40 allen head set screws, in three drilled and tapped holes, have proven to be sufficient at actually holding it in place without rotation.

Do you really need/want this much trauma?