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I see....so it only give you tiny kicking advantage while you play with the clutch?...mean if we an Asian guys we don't need this staff right...major difference only for spring I think, excedy center puller can hold the hard type spring.....if you theirs spring and put in normal cluth puller for sure your OEM clutch will expode I think...other else multi ceramic pad only acts like ABS ....yeah it gonna create more dust in bell housing, you need maintenance frequently if you using this type of clutch. -:did it good?....yesh it fucking good, no one feels knob electric snap while changing the gear....if you build for highways blast cars... single plate type cluth is way better to go....
Why is there no one talks about the little balls that are inside there do you have to have them all what if 1's missing what if it ate it why would it eat it not 1 video on RU-vid as anything or any information about the bals please help
what do you do on a car without a fork???? I have a 350z that has the clutch slave cylinder inside the bell housing, there is no fork on it at all, the slave inside moves the pressure plate.
How do aftermarket clutches effect Factory recommended clutch fork travel? For example does exedy have recommendations for each vehicle or is there absolutely no difference in travel distance?
why the fuck do all thesse skip the part where every one struggles getting it back on? just oh its close to thinking about mating. OH its together all of a sudden wtf is this shit. give us the 2 hour fucken struggle getting it back on. and moving the backside of the shaft etc
I'm not a professional... but with that said. the OEM manual from all data does not state to use any lock tight when installing the flywheel.. (it will usually tell you what type and give a part number to the OEM spec thread locker or sealant.) I'm sure using some wont hurt. I'm watching this after installing my flywheel without any lock tight. I don't think imma remove the bolts and apply any. hope this helps.
Would it be safe to say u can measure the distance from the flex plate and the bearing to find a good base to how much adjustment is needed? I say this bcuz some guys swap a dual flywheel for a lightweight and im sure that size difference would need to be accomodated by fork adjustments. Is that right?
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Great video , one question I want to understand is in disengaged mode when pressure plate moves away from clutch disc why does clutch disc move away from flywheel , what force moves it away on axis ?
Good morning. I just love your videos! I have rebuilt my TH350 and have some experience with installing transmissions. I have a question about bolting the torque converter to the flexplate.... Since the torque converter sags ever so slightly from its own weight when resting in the transmission, prior to bolting to the flexplate,, should you lift it up ever so slightly (take the weight off) as you tighten the first torque converter to flexplate bolt? Or just pull it forward and bolt up without lifting on it?
when air checking 3,5, rev as u called it im not getting significant move ment like u are, all seals are new and everything what would be next place to look?
how much air pressure do you use? I am building a TH350 and have positive, full piston travel with 25 psi, but I can hear very slight air passing past piston seals. in particular the piston on the front pump bench checked fully extends with air, but I can see it slowly bleed back down once I stop feeding it air , but still holding the air nozzle tight against the air feed hole in the pump. I read that this can be normal since the piston isnt actually pushing against any clutches.. Is this ok?
