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Re: TSB on Clutch Spring in '97 9000 CSE Posted by thetallguy [Email]  (#1698)  [Profile/Gallery]
(more from thetallguy) on Mon, 26 Oct 2015 17:23:34
In Reply to: Re: TSB on Clutch Spring in '97 9000 CSE, Christopher Hodges, Mon, 26 Oct 2015 14:47:48 Members do not see ads below this line. - Help Keep This Site Online - Signup |
In response to your update: I would suggest that you carefully check the clutch fluid level (best to remove the cap and look down into the reservoir). If the fluid level has not dropped then the problem most likely is this:the fluid is pushing past a seal in the master on the down stroke and moving back into the brake/clutch fluid reservoir. Therefore the fluid level remains the same/perhaps rises slightly even though there is no apparent action upon the clutch. No amount of bleeding will resolve this. Its a two stage double seal... the first seal has failed the second is intact and keeping the fluid from leaking out into the passenger compartment. If, however, there is a lowering of the fluid level in the reservoir over time then its leaking out of the slave or leaking out of the clutch line. This assumes there is no leakage from the master into the passenger compartment which is, as I understand it, your case. So..no leakage around the master and no fluid drop in reservoir means bad Master.
My experience with slave leakage is twofold: In the first case, one of the internal piston seals fails and does not hold the pressure; the fluid moves around the seal and leaks out of the system.Fluid loss occurs and sometimes can be detected at the slave but its difficult because its leaking out into the throw out bearing area. The second is a leak at the slave's bottom seal which allows the fluid to escape the system. This fluid loss can usually not be detected at the slave. In both types of these "leaks", one can "top up" the reservoir (slave/clutch hose leaks always present as a drop), bleed the system, and expect normal operation (with a small leak) until you run out of fluid or it becomes a large leak.This would also be true for a clutch hose leak (if its a small leak). The test and EARLY DETECTION for a slave and/or a clutch hose leak is therefore: 1) look at the fluid level, 2)if low or empty check master, if master is OK then 3)refill, bleed if necessary, and drive with an eye on fluid level. As long as you add fluid and its a small leak, normal operation of the clutch remains OK or somewhat degraded as long as fluid level does not fall below the bottom of reservoir or there bouts. From what you describe, its a master cylinder problem. The poor quality of the readily available master and slave replacements has been lamented for some time...which was why I attempted to rebuild my OE. Paying attention to the clutch fluid level goes a long ways toward avoiding an unexpected clutch failure. Replacing the reservoir hose with new rubber/changing fluid occasionally also helps keep problems at bay.
Since I have beat this subject to death, I will close with one more observation on clutch line failure that might be helpful:generally, in my experience, clutch hoses fail at the "crimp" between hose and line; however, abrasion to an unsecured clutch line may result in an extremely small hole in the metal which only leaks when the clutch is depressed and under very high pressure. In this case, the high pressure sprays a very fine mist that vents over a large area so there is no telltale "wet" area. Ask me how I know. The clutch will initially feel OK but partial clutch travel will quickly result in loss of control until the next complete release/ depress cycle. Its a really quick way to lose all your fluid and miss-diagnose the problem...slave problems costs big money to put right. Check the clutch line completely!!! Its a cheap fix. Hopefully I have accurately and clearly described different master and slave failures.The basis for my observations come from about a dozen or so slave/master failures (mostly in 900s thank God) and the subsequent rebuilding of the OEM parts. Good Luck.
->Posting last edited on Tue, 27 Oct 2015 04:26:33.
, Mon, 26 Oct 2015 17:23:34 <-- Viewing This Message
, Sat, 24 Oct 2015 16:17:06, Mon, 26 Oct 2015 03:43:13
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