Recent Posts

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81
General Discussion / Re: Clippinger 0-0 paint 1967 Camaro
« Last post by bcmiller on May 01, 2016, 11:22:09 PM »
I would like to see a better pic of the axle stamp.
82
General Discussion / Re: 69 camaro front shoulder anchor point
« Last post by 69ZX77MP on May 01, 2016, 11:13:47 PM »
thanks Dave I found them feeling around your pictures did the trick thanks belts installed
83
Trans-Am Camaros / Re: Street Legal 69 A/S Camaro
« Last post by 302Z on May 01, 2016, 10:03:59 PM »
exracer29, Can you please post a link to the older post about street legal Trans Am type cars that you referenced in your initial post?? I am interested in a similar project but cannot find any other threads.

Thanks
84
Maintenance / Re: Clutch Grind when shifting to "reverse"
« Last post by Stingr69 on May 01, 2016, 09:57:17 PM »

The shifter linkage adjustment is frequently mentioned, but seldom the cause.  Worth a check.
The clutch is adjusted properly with 1" of free play measured with a tape measure at the pedal pad against light finger pressure.  Make sure there is no lost motion in the clutch linkage. If you still get grinding with the right clutch adjustment, the clutch is not fully releasing.  That causes the gears to continue to rotate and clash going into reverse. Try going into a forward gear first to stop the rotation and then try to go into reverse. Might help, but not solve the problem.

If the installer hung the weight of the transmission on the disk while trying to install the transmission, you could have bent the disk. disk can't release fully and it grinds going into reverse.

Usually this is the cause - pressure plate can be warped and cause this grinding symptom. Defective pressure plate or heat related damage from clutch linkage adjustment being too tight. Tight clutch adjustment allows clutch slippage, which causes heat, which then warps the pressure plate, and the disk can't release anymore - you get grinding.

Replace clutch with a stock replacement LUK brand and be done with it.
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Maintenance / Re: Clutch Grind when shifting to "reverse"
« Last post by ko-lek-tor on May 01, 2016, 08:30:27 PM »
Mike: "Make sure the throw-out bearing is adjusted right as well as pedal travel."
What I was thinking exactly. If there is no free play in the linkage, the disc is is still touching the cover or flywheel. Several things that I encountered switching from diaphram to borg&beck and Long style is that the ball height of the pivot fork and the thickness of the T.O. Bearing can be changed to achieve the correct geometry. Lot of factors to consider as well as what oil is being used, hopefully not synthetic.
86
Decoding/Numbers / Re: LOS TB (no P) inspection tag possibility?
« Last post by tar6569 on May 01, 2016, 08:15:00 PM »
I'd love to find one of those in a fullsize cars.  I've seen inspection tickets but not one like that.  Were there any other items folded up inside the UOIT?
87
General Discussion / Re: Clippinger 0-0 paint 1967 Camaro
« Last post by BillOhio on May 01, 2016, 08:04:56 PM »
lol Bentley
88
Restoration / Re: small block radiator brackets
« Last post by BillOhio on May 01, 2016, 08:03:17 PM »
some reason google search turned these up today. not sure why I checked in the past and at hbc and nothing appears. not excited about $230 either
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General Discussion / Re: Clippinger 0-0 paint 1967 Camaro
« Last post by ko-lek-tor on May 01, 2016, 07:41:33 PM »
all i know is bob has seen the car and he said it was a 427 transplant the
90
Maintenance / Re: Clutch Grind when shifting to "reverse"
« Last post by Mike S on May 01, 2016, 07:12:23 PM »
 Reverse is not synchronized so the input shaft has to be completely stopped before shifting. Make sure the throw-out bearing is adjusted right as well as pedal travel.  How did the reverse gear look in regards to teeth? Were they well defined or slightly topped off.
 And here is something else to consider if the clutch is adjusted properly and there are not other mechanical issues causing it, and that is the bell-housing to crankshaft alignment. If it is out of specs (I believe it is .005" max) then my theory is that due to friction cause by too far of misalignment, that the input shaft doesn't stop completely due to that friction. The friction can be due to the input shaft nose being too snug in the pilot bushing (from out of alignment) and the heat just aggravates it. 

Mike
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