I recently installed a twin disc and the clutch is not disengaging fully, which makes getting into 1-4 difficult when stopped, 5th gear impossible, didn't try 6th and reverse is completely hit or miss. I also installed the latest PNs of M/C and S/C for my year car. Instead of pulling the torque tube to measure the proper distances, I've loosened the headers, pulled the inspection plate and want to measure where the slave is at to know if I'm at the limit of that slave's travel. If not, I'm going to purchase a TICK adjustable M/C and be done with all this nonsense.

I've marked the measurements I've taken on the picture below (stolen from the interwebz, not my picture - torque tube is not in place):



The dimensions are taken from the machined surface of the slave, where the spring sits, to the bottom of the plastic base of the TOB. Could someone back me up in saying that the slave still has at least .340" of travel in order to properly disengage my twin disc (.340" straight from clutch manufacturer). Based on my old slave, there is plenty of travel.

Warning: If you agree with me, I will have nothing good to say about GM's clutch system hydraulics ever again and will order a TICK tomorrow morning.

Once my wife gets back into town or I can grab some neighborly help, I plan to measure the actual distance the S/C travels during clutch pedal activation. I'll report back when I do.

TIA

 

Why would you not have anything good to say about GM's hydraulics if it does not work with a non OEM application clutch, am I missing something?

 

The clutch was specifically designed to disengage with the OE hydraulics. Beyond that, my LS6 clutch setup gave me issues (sticking) when stock and only 30K on it. Thanks for the help.

 

What twin disc did you get?

They should know the proper travel of the slave.

Anytime you replace the stock clutch with an aftermarket one, you should install an adjustable master. It is just very unlikely that the tolerances of aftermarket will match that of OEM.

good luck with your project.

 

Just saw this. If you need a hand give me a call. Ive been without interweb for the last 2 days.

 

I agree, it's absolutely the powertrain engineer's fault that his design does not work with every aftermarket clutch combo out there that claims it is compatible with the OEM hydraulics. Afterall, these suppliers would never oversimplify or omit possible conflicts with an installation for the purpose of selling you their products.

 

It isn't a hard concept - push fluid over an area to create a force. The shortcomings of the hydraulic system have been discussed ad naseum, both here and the other tech site; they don't need to be repeated. I guess you're one of the lucky few who hasn't had issues with the OE setup. Congrats on that. And if nothing else, I'm glad my thread provided you the forum on which to voice your opinion in the most unhelpful way.

 

TTT

When you measure the slave distance also check to see if you can tell that both disks are disengaging or whether the floater plate is closer to one than the other. I'm willing to pitch in this weekend too. I feel partially responsible. With you me and Jerry we could yank the drivetrain, shim the slave and re-stab it in less than a six pack.