Alan_Myers
Luke Skywalker
Offline
Interesting!
I believe TRF is currently offering a choice in their Magic Clutch kits... either a Gunst TO bearing or a Koyo (is that the "Toyota"?). The Koyo-based kit is a bit cheaper.
I wasn't aware that the Gunst used that wider slot (d'oh... it's so obvious in the photo, but I didn't catch it) This certainly *might* explain Dale's clutch problems, *if* the fork pins weren't adapted to match it!
It's just me, but I'm a little leery of any TO bearing designed to run all the time in light contact with the pressure plate tangs like the Gunst does. I've heard others praise it, though, along with a few cursing it. I can't really say how well it works... or doesn't... simply haven't tried it. Instead I will probably be converting to a Tilton annular hydraulic release combined with a TR4A/250/6-type Tilton clutch. (By the way, HVDA offers a hydraulic release conversion kit, too, spoecifically for the TR gearbox. I dunno if it is a Tilton unit, though.)
If the Gunst were installed in your car Dale, there should be an extra bracket and pre-load spring installed inside the bellhousing, too. If not, even more reason for the TO to fail, jamming and causing the slave cyl. to fail or over-stressing the dreaded taper pin like it seemed to do! If, on the other hand, those parts *are* installed, they need to be removed and *not* used with the other type of TO bearing you appear to be using now (which looks like the Koyo in your photo). There is a photo showing the Gunst with it's Gunst-only bracket and special spring (and the two little square adapters for the fork pins) at https://www.zeni.net/trf/specials06/13.php?s_wt=1024&s_ht=768
Boy, I can see why a would-be repairer who's not all that familiar with TRs might get really confused if they pull a gearbox for a simple clutch repair and find the Gunst setup in there, as opposed to what the service manual and spares catlogs are showing them!
I believe TRF is currently offering a choice in their Magic Clutch kits... either a Gunst TO bearing or a Koyo (is that the "Toyota"?). The Koyo-based kit is a bit cheaper.
I wasn't aware that the Gunst used that wider slot (d'oh... it's so obvious in the photo, but I didn't catch it) This certainly *might* explain Dale's clutch problems, *if* the fork pins weren't adapted to match it!
It's just me, but I'm a little leery of any TO bearing designed to run all the time in light contact with the pressure plate tangs like the Gunst does. I've heard others praise it, though, along with a few cursing it. I can't really say how well it works... or doesn't... simply haven't tried it. Instead I will probably be converting to a Tilton annular hydraulic release combined with a TR4A/250/6-type Tilton clutch. (By the way, HVDA offers a hydraulic release conversion kit, too, spoecifically for the TR gearbox. I dunno if it is a Tilton unit, though.)
If the Gunst were installed in your car Dale, there should be an extra bracket and pre-load spring installed inside the bellhousing, too. If not, even more reason for the TO to fail, jamming and causing the slave cyl. to fail or over-stressing the dreaded taper pin like it seemed to do! If, on the other hand, those parts *are* installed, they need to be removed and *not* used with the other type of TO bearing you appear to be using now (which looks like the Koyo in your photo). There is a photo showing the Gunst with it's Gunst-only bracket and special spring (and the two little square adapters for the fork pins) at https://www.zeni.net/trf/specials06/13.php?s_wt=1024&s_ht=768
Boy, I can see why a would-be repairer who's not all that familiar with TRs might get really confused if they pull a gearbox for a simple clutch repair and find the Gunst setup in there, as opposed to what the service manual and spares catlogs are showing them!