HYDRAULIC THROWOUT BEARING,

Dennis Quella sells one. Give him a telephone call. My understanding is they are a "race only" part, and cause problems on street driven vehicles.

cowboy from hell

Ford Ranger pick-up trucks, among others, have used hydraulic throw out bearings for years. They work fine, but when they leak, you have to pull the transmission. I've done too many of them -Steve

do you have a part number ? also rangers are 4-6 cylinders.

The ones I did look like this:

http://www.autozone.com/R,APP1102064/vehicleId,2334002/...artProductDetail.htm

I have no reason to believe that they would fit a ZF, in fact, I think it would take considerable machining to convert to this slave cylinder. My point of the last post was that they are a pain to replace. I'm not convinced they are worth it. Why do you want to do it? -Steve

i cant get enuff throw i bought a new slave cylinder that didnt fix the problem and then a new master same problem

If the master and slave are working correctly and the clutch will not disengage correctly then you may have a bad clutch assembly or the wrong clutch assembly.

Mike

quote:

haS ANY ONE TRIED HYDRAULIC THROWOUT BEARINGS? WHITCH WOULD WORK WITH THE ZF

Wayne,

STOP THIS IDEA ... RIGHT NOW!!!!!

2511 has the Quella installed hydraulic throwout bearing. There when I bought it.

It is a Weber/McLeod unit. It has gone through several design upgrades as far as the bearing used. Bearing is propietary and only going to be found through Weber/McLeod. Believe me, I tried.

It uses a quad ring - square edged, not circular - o-ring. They are prone to damage if not well lubricated, and are prone to not being well lubricated if they sit for very long with use. 2511 got little use prior to my purchase, and within months of purchase, I was dripping clutch fluid from the bottom of the bellhousing. Off with the ZF, rebuild the bearing seals, Pain-in-the-ass set up for proper clearances, and then bolt it all back together. Bear in mind there is NO way to do any adjustment without the unit OUT OF THE CAR, so you better get it right the first time, or....
THEN a year or so later, my pedal free play is going to hell. The adapter system used to make the durn thing work on a ZF relies on maintaining the proper clearances with the friction of two o-rings that rest on the ZF input shaft. Well, it had stopped providing proper friction and so out with the ZF and I modified the system to incorporate three allen head set screws to lock in the proper clearances. Now, the unit has been fine since then, it is very pedal pressure friendly and cleans up the engine bay.

Dennis Q said the dry quad ring problem is found only with seldom driven cars, not the case now with 2511. But the trouble of adjusting, the difficulty in getting a replacement bearing, and my self-diminishing clearance problem sure means I can't recommend them to any other poor soul.

Larry

Far right aluminum piece is a spacer. Next to it is the piece that slides onto the input shaft. It has two o-rings on the inside meant to keep it from rotating. It is threaded on the outside and the bearing case has the matching female threads. By twisting the threaded adapter in/out of the bearing case, you establish the bearing-to-clutch-fingers clearance. When the two o-rings stop tightly holding onto the input shaft, the adapter rotates, the bearing/finger clearance changes, and - BINGO - ZF REMOVAL TIME.

ANOTHER PHOTO

one more

wow thanks i think its just best to stick with the old way