Learning experiences abound the first time one does anything, right?
Even with a transmission jack getting the M47 in alone was not a piece of cake. We had removed the tranny mated to the motor in the fall, so now I had to disconnect the drive shaft at the rear, remove the center support bearing, remove the Sellholm shift lever from the linkage and wedge the linkage out of the way. Even at that the angle just seemed to never come out quite right. But eventually it slid in with the appropriate amount of cussing and sweating, and I bolted her up.
Installed the clutch slave cylinder and called the Chief Torque Wrencher over to help me bleed it. Herein was the start of a new set of issues. Blew the seal out of the slave cylinder. Moreover, the clutch fork looked a little like it has been twisted backwards. Now what did that slave come off of???? Duane’s recollection was that a 740 had been the donor.
Slave cylinder. “In and Out” barely describes it.
Bent clutch fork
Northeastern Wisconsin is not a hotbed of Volvodom. And if it’s not 'in the computer' of the local Volvo dealer (i.e. anything not older than about 5 years) it might as well not exist. I headed for Swedespeed Forums, posting photos and asking about sourcing of things from a “newer” (for me) old Volvo. Turns out that these units were used for many models over many years, starting with some 240s extending all the way up to the 800 series. Thank you George Dill.
With that information in hand I was able to source a new fork from Swedish Auto Parts for less that he prices of a gold one that the Volvo dealer could get if I provided the part number. Got a new slave cylinder and throw out bearing too right away, “just in case.” And Advance Auto Parts was able to get a slave cylinder kit that included the unneeded rod boot and very necessary seal. Made in Germany, of course.
New clutch fork and throw out bearing
The Crew Chief finally left the land of perpetual sunshine and hanging chads (I don’t hold much of a grudge … well, maybe I do) and got back to residential reality just about the time I was ready to put the new seals in. I had put two quarts of fresh 85W-140 hydraulic fluid in the shiny dry transmission, only to find a small puddle on the floor the next morning. Crew Chief was convinced that this was likely to contaminate the new clutch if not fixed so out that son-of-a-gun comes. The new seal between the transmission and bell housing was leaking.
As it turns out there is no continuity that would allow the fluid to reach the clutch, but I pulled things apart and sealed it up with a gasket sealer anyway. Should keep the underside of the car a bit cleaner at a minimum.
OK, several days later we are all set. New slave cylinder in, bled, and adjusted. Pump, pump, pump on the pedal and bang, out goes the seal again. And that new clutch fork? Bent.
Well, it does not take a genius to figure out that somethin’ ain’t right. Like why is the throw out bearing jamming into the clutch disc hub? Hey, I’m beginning to feel like Andy Granetelli when it comes to taking this transmission out. (If you don’t know Andy Granatelli, do a search, you’re too young.)
I could make this long story even longer but the shorter of it is that Pegasus Racing sold me the wrong pressure plate. The original and new one look almost identical, but remember, close only counts in horseshoes and hand grenades. To their credit, Pegasus owned up after a call to Tilton, but that still left me with putting the old pressure plate back in while I wait for a new one.
This is NOT the way you want the diaphragm fingers to be pointing when everything is bolted up!
If there is a silver lining to this frustration it’s that I now have every darn measurement possible on clutch disc, flywheel floater plate, pressure plate, slave cylinder bore and seals, part numbers and a new set of sources for the next time.
Learning experiences abound the first time one does anything, right?
Oh and that new throw out bearing? Not a race piece. Anyone need a new one for their street car?
Stock 740 turbo throw out bearing
We’re as ready as we can be. New motor is tuned and benchmarks established for compression and leak down, all EGTs actually work, clutch seems to behave as designed, alignment done, fuel pump inertial cut off hooked up, and paint chips filled. Most of this is thanks o Crew Chief Dave Buettner. Dave’s a really good guy, but just maybe he really wants his garage back. J
In three days we head for Road America for a track day sponsored by a bunch of business friends who are equally crazy into racing. A day off (???) and then we head back there for Spring Vintage Weekend. Duane Matejka will be with is for the week to offer some coaching. Race Engineer David Farrington flies into Milwaukee at the same time. Transportation Logistics Head Sam Seward will pick them up and deliver them to P and B Motorsports home base. Should be fun.
Stay tuned. We’ll hopefully have new video and a Spring Vintage Weekend 2012 report for you in about 10 days, the forces of nature willing.
Let the season begin!
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