Hydrolic TOB, anyone?

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Oct 29, 2011 | 02:53 PM

#16

EvoIXJDM

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From: Ecuador

Dont use any shim in the installation of NEW QM 8 leg with hydraulic bearing, I had put down the transmission twice, but now everyyhing is OK.

Oct 29, 2011 | 05:11 PM

#17

Pirana

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From: Arlington, TX

I just put my first 200 miles on it and love it. Later will test if it holds my torque. But for now very satisfiesd and worry free regarding the exedy clip.

Oct 29, 2011 | 05:33 PM

#18

tscompusa

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From: PA

Quote:

Originally Posted by partyboy1122

Sorry guys. Forgot I had this thread on here!

Master cylinder was replaced and nothing.

I pulled the tranny off again last night. I am going to double check the TOB this weekend.

No pedal stop. I would have to custom make one since I do not have a shift fork...Tons of people saying not needed.

I think the TOB must be shimmed more to get the clutch to disengage.

I visually inspected the pressure plate fingers and they all seem "stiff"

I never messed with a hydraulic TOB setup, but i believe you're confused on what hes saying.

Hes not talking about a fork stop.. hes talking about an actual stopper under your clutch pedal that stops you from pushing down the pedal all the way to the floor. With a hydraulic TOB you can destroy the drivetrain by pushing it down to the floor on a evo.. which you're most likely doing because you don't have an adjustable clutch pedal stop and it may have already destroyed the clutch system.

Hopefully I helped a little, but i have no experience with a hydraulic TOB except for whats on our 99 vette.

Tilton makes an adjustable pedal stopper, so do a few other people.

Oct 30, 2011 | 05:57 AM

#19

THUB

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From: Lombard IL

I'm just gonna second was TSCOMP is saying. on twin discs, you can push the pressure plate too far and warp the discs, causing them not to release, or you can break the spring in the pressure plate.

Quote:

Originally Posted by PTT installation instructions

The clutch pedal MUST be fitted with a positive pedal stop. It should be adjusted to allow sufficient travel to
prevent clutch drag, and yet not exceed the maximum allowable stroke for the clutch installed. Ensure the clutch
actuation system is set to operate within its normal range.
Failure to closely follow steps 12 thru 15 could result in serious damage to, or premature failure of your PTT clutch.