Roen

iTrader: (2)

Sorry, I just reread everything, should the slave actually move 1/2" when the clutch is pushed in? Mine moved slightly, accompanied by the change in the sound of the transmssion, but I don't think it moved a full 1/2". Also, how would the slave move, since it's bolted down to the tranny?

RotaryResurrection

iTrader: (8)

There is an outer race pressed into the eshaft, and then the needles and retainer are inside. These are the parts that get damaged/worn out and cause the bearing to be bad. What you are "destroying" are these inner parts, while the outer race still stays put and still gets removed per standard method. I usually grind mine out, as the pullers seem not to work too well on the FC pilot bearing...the race is too thin for the puller to grip well. The pilot bearing seal, if installed, gets removed right along with the outer race/pilot bearing...it sits in front of it, and so when you pull the bearing, it obviously comes out too.

90% of the fork is inside the trans and so you cannot really inspect it. They are pretty robust and do not easily bend/break, especially when using a stock clutch. I have personally never seen an FC fork bend, but I have seen several of those damn little pivot ***** that the fork sits on break off for no real reason. If that were to happen, the fork would be laying pretty loose and could probably be moved side to side from the top.

Most of the FC manual transmissions make a slight whining/whirring noise when the engine is idling and the clutch is not pushed. It is wear on the input shaft bearing in the trans, and is a normal sign of age on these trannies. When you push the clutch pedal, the clutch (and the input shaft) stop spinning, so the noise goes away. This means your clutch is releasing properly.

All the way. By the time you get it far enough away from the clutch to see the fork, the input shaft will come out of the clutch, and the trans will have to be supported/dropped.

I think 3/8 to 1/2, yes. It should move a considerable amount. The slave cylinder stays stationary, obviously, and the rod inside the slave get pushed by the fluid, so you're measuring the travel of the slave cylinder ROD if you want to get super technical.

Roen

iTrader: (2)

Well, I took a gamble, and it turned out to be a seized pilot bearing. I used Kevin's method and I can freely change gears now. Now I have to work on getting another bearing put in and the scraps from the old one taken out.

RotaryResurrection

iTrader: (8)

I'm not saying not to, but it doesnt make much sense to use my method and turn right around and drop the trans and swap the bearing anyway. IF you were going to do that, you should have done it to begin with. Using my method is more for those that want to wait until their next clutch job to worry about the issue. Unless it gives you further issues, I wouldnt worry with it. Like i said, lots of engines/cars I work on have the needles of the bearing gone, obviously have been running that way for a long time, and the transmission suffered no apparent ill effects. And even if by some stroke of bad luck it did, transmissions for FC's are pretty cheap and disposable these days anyway.

Roen

iTrader: (2)

True, though I just wanted to get my trans free since I was stuck in another country and a long way from home. You're confident though, that the car can be raced in it's current trans condition from what you've seen with others' cars?

RotaryResurrection

iTrader: (8)

raced? I guess I hadnt given "race readiness" any thought, but I dont really see why not. Again...all the FC trannies already exhibit the very wear that the pilot bearing is present to attempt to prevent.