Quote:
Originally Posted by shiro
So basically, it seems like transmission issues on first gear and issues with our master & slave clutch cylinder. I think the slave cylinder is trying to extend further than it should on these aftermarket clutches. At least in my situation it seems that way. Heat might also contribute to the issue in regards to the master and slave cylinder.
Let me know what your thoughts are.
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When I get locked out it's in the morning with a cold start. Never been locked out after a heat cycle.
The master/slave should not function any differently cold or hot. It's hydraulically operated steel parts. There's no direct heat other than bell housing conduction to the slave, being that the housing is aluminum it really doesn't transfer much heat.
If anything is going wrong with the master/slave mechanics I would think a bent fork is to blame before anything else. Or a faulty/incorrectly installed TOB.
I've also dealt with DSMs for many many years now, so I wouldn't put aside a notion of worn 1st gear/reverse synchros that have plagued the 4g63.
Another notion, lets say there's tranny fluid starvation, in my case after a warm up, I've never been locked out. It's a stretch. I also know that my tranny was properly filled because I did it myself.
Lastly, incorrect pressure plate installation can also cause issues where it doesn't matter how you setup your clutch pedal it's not going to disengage fully. When you torque down the PP the release fingers are positioned for the TOB to pivot them to disengage the plate. If one side of the PP isn't fully positioned, when the TOB presses on the fingers, you'll have slight engagement resulting in a lock out. Adding heat, the PP fingers may warp slightly if made from materials not meant for track or extended hot cycle usage.
There's actually quite a lot that can go wrong unfortunately...