Garth

We have to machine the bell housing - evidently this is quite common. There is no adjustment on the slave and in my case the slave would be fully compressed and then would also depress the clutch plate fingers by about 5mm as one tightened up the bell housing to the block! I have to increase the distance from the front of my bell housing to the bearing face on the slave (see sketch attached earlier) from 76 mm to about 84 mm to ensure the slave is not fully compressed and has that 3 or so mm extra movement to allow for clutch wear. This means moving the slave back further into the bell housing and the only way to do that is to machine it down a little! I think that is logical and makes sense??

The next trick will be to make sure it is not over extending as I understand if the clutch pedal stop is not set correctly the pressure plate can be pushed too far causing the clutch to start slipping?

Hi JV Have read your article with interest thanks. I am assuming that with the sort of clutch release bearing I am dealing with the preload is determined by the internal spring? It should follow then that with the bearing fitted in the correct position (with the correct clearances etc.) one does not have to worry about the preload? Cheers. Garth

Thanks 7 wonders but I need to gain space - not add to it!!

Thanks Ian. I have spoken to Stuart and agree with your understanding of needing a few mm for the slave to be compressed further as the clutch wears. JV at the moment my CSC will depress the pressure plate fingers by about 5mm as when assembled the CSC will be fully compressed and then it will push the fingers in as you join the bell housing and block together as it has nowhere to go. I need to push the CSC back by 8 mm by machining down the bell housing support. This will leave the CSC compressed to within 3 mm of full compression. It will then be pushing against the pressure plate fingers but not depressing/preloading them! Hope that all makes sense??! Your link to the RWD Motorsports page was very helpful thanks Garth

The one I took out does. That is how I identified the replacement I am getting. Elsewhere it had an FTE number so I have ordered an FTE one which is a third the cost !

The one I took out does. That is how I identified the replacement I am getting. Elsewhere it had an FTE number so I have ordered an FTE one which is almost a third the cost !

Thanks JV - I am pretty sure that is the Duratec version which looks identical to the one fitted in my car, but is about 10mm longer! one on left is the Duratec version - other the old one from my car. This is how it all happened... my new E8 BGH gearbox was specified with a 'longer' first gear. This means they have to install a larger diameter input shaft - similar to Duratec version the larger input shaft does not fit through the standard sigma clutch slave cylinder (CSC) therefore when engine and gearbox work done the CSC had to be changed to one with a larger bore to accommodate the larger input shaft this new CSC looks very similar to the one fitted in Duratec cars, but is shorterMy remaining concern is that having fitted the old CSC and taken various measurements it would appear that even with the old CSC the pressure plate is preloaded by about 5mm by the CSC! I have spoken to Stuart at Premier Power and he says that they can machine the bellhousing to remove some material to make the extra space - will check this out on my next trip to the garage! Thanks for the comments guys

When I had the engine rebuilt I also got a new BGH E8 gearbox and I recall there was some issue with the input shaft. This is why I think it ended up being Duratec size! Will check number of splines when next at the garage.

Have just looked up the details on the CC Sigma slave and it has a bore of 28mm, whereas the one that came out of mine has a 32mm bore. I am therefore assuming that they had to use a different slave because the input shaft on my gearbox was changed for a larger diameter one for some reason when BGH did that work! Just ordered an FTE slave online so lets hope it works! £100 including delivery compared to the Ford OE part which is over £200.

Definitely Stuart at Premier Power!

Rather - has worked for years, so I guess is ok!?

I think I am now getting to the bottom of this... Will try and add some pics. First pic shows the engine going in in original spec - you can just make out the connections to the slave cylinder poking out of the bell housing. It would appear that when my engine was upgraded (and unbeknown to me!) they put in a different slave and just drilled a new hole in the side of the bell housing! I think this may be down to the input shaft on the gearbox being a larger diameter and not fitting through the original slave cylinder? See hole in side of the bell housing in pic 2 and 3. the bore of the my slave is 32mm - what is yours Chris?

Hi Chris Mine is a Sigma with a CC bellhousing, but they must have changed the slave cylinder as mine looks exactly the same as the Duratec one I posted! It turns out - as Ian says above - the Duratec and Sigma ones look very similar but the Sigma version is slightly shorter than the Durtec version! Thanks Ian will look at the rwd web site later.

Hi Chris - I think that slave must be for the Mazda gearbox? It looks very different to mine - mine looks like this Duratec one https://caterhamparts.co.uk/clutch-parts/2221-clutch-bearing-assembly-ford-r400.html?search_query=clutch+slave+cylinder&results=154 I have done a little reading and it would appear that FTE is a reputable manufacturer and if their website is to be believed they make OE parts for several car companies. Their slave also seems to be consistently priced across the various web sites I looked at - unlike many of the others! Peter is yours new? Have sent you personal mail Cheers

Thanks Ian - very helpful - am now trying to source the correct slave. Garth

Any ideas on best place to buy the original Ford part? Have spent hours on the net trying to find an OE version and cannot - plenty of other makes - FTE, Sachs, etc but difficult to know if they are any good? popped into the local Ford dealer and he can get me one for the bargain price of £256! Caterham web site only has the Duratec version which looks very similar but is longer - and also pricey?

Borescope a great idea thanks and I have one! Why did I not think of that!! Starter motor also off at present. Engine already out so want to avoid putting it in to discover it is not working and then have to take it out again (as we have already done once!)

Given that I may have overloaded my clutch master cylinder I would like to either have it checked ot and the seals replaced or fit a new one. Does anyone know who would do a refurb? Thanks Garth

Any tips on how to do this? My current plan is to sit the assembled engine and gear box at the side of the car, plumb it in and then bleed it and see if it works? Should be able to peer through the holes in the bell housing to see of the pressure plate is engaging with the clutch release bearing?

Have had the engine out and checked everything. Slave looks ok - some fluid looks like it came out of the connection between the slave and the hose or bleed nipple. The new slave is about 10mm longer than the original when fully compressed, so I think this is the problem? When fitted it was likely fully compressed against the pressure plate and in its fully compressed state it will not extend because fluid paths are blocked? Difficult to see how it can be over extended whist bleeding as the fluid will take the path of least resistance and simply flow out of the bleed nipple? Have had the master cylinder out and it looks as though the only place the fluid could have come out was the banjo connection as seal around piston is dry and any fluid coming from here would have ended up in the foot well (there was no sign of fluid here!). Looking to source a ford slave cylinder identical to my original. I do have a clutch stop and will be adjusting it carefully! Thanks Garth

Shaun - I responded to your over extension comments, but must have failed to hit the post button! The clutch pedal was very stiff - almost brake like - from the very top of the travel. It was also a like for like replacement so I am assuming the travel should be much the same as before - unless I am missing something? Hi Chris - my braided hose has a threaded connection into the slave and banjo onto master - so no chance of popping off! I think there is a clutch stop on my car Alan - will check tomorrow when we get it out! Hopefully all will be revealed, but still a bit of a mystery to me!

Cheers Jonathan

Alan and Graeme very kindly helped me put together my engine and gearbox yesterday - refurbished type 9 box on Sigma engine with new clutch, pressure plate and slave cylinder. All was going well (more or less!!) until we finished bleeding the clutch. The clutch pedal was very stiff and in pushing it very hard (probably should have realised something was wrong) there was a little pop as something burst! Fluid poured out onto the bulkhead below the master cylinder and also out of the bell housing. Alan and I scratched our heads for a while (after cleaning up as much of the fluid as we could) and then closed the garage door in disgust and abandoned the car! We cannot think what might have happened? Either a faulty slave cylinder - or pressure plate somehow stuck so slave cylinder could not budge it? Or is there something else we should have done? Clutch and pressure plate replaced by a very reputable Caterham man! Guess it is a new master cylinder too? Where is the best place to get one? Planning to get it back out tomorrow morning to inspect. Any thoughts most welcome..... Thanks Garth

Cheers rj