To add to what TrackSpeeder said, the instruction sheets that come with upgraded friction pack kits are good for getting tight tolerances and looking out for trouble spots. Likewise the TransGo shift kit has good info, or at least to me it seemed well-suited for the hobbyist like myself.
Forward Clutch Assembly
This one is just like the others maybe a little more simple. Just disassemble, put new seals in and assemble with new frictions and steels:
After removing the snap ring, pull out the friction pack, then remove the piston using compressed air:
In this one the Cylinder (outer steel case,) has the inner and the piston has the outer seals
Once I cleaned and inspected grooves and slots, it was re-assemble time:
ATF on the seal, a little (tacky) blue assembly grease on the bearing surface
Piston back in and return spring on top (spring rests on a circular apply ring (more grease on contacts))
It might be a good idea to line up the fluid passage hole in the piston with a gap in the piston return spring for
compressed air access.
New friction pack has 6 rather than 4 frictions.
Alto also supplies steels, including two modified pressure plates, (both thinner than OEM)
Note the Pressure Plate (in foreground) has a dished shape to it. This dish goes toward the piston return spring.
Again, I am very impressed by the tolerances held with these aftermarket parts, with the original snap ring in place
the clearance (from Alto) is 0.040-0.075 (Factory is a surprising 0.030-0.055, which is tighter than what Alto calls for.)
I came in at 0.030, which is 0.010 tighter than Alto's spec. I should say that this gap was a little harder to measure because
of the Cushion Spring (Wavy-washer style steel) which may/may not have smashed a little bit.
I want to think about whether or not I need to get a snap ring 0.010 thinner than what I have in there...
(edit: after some thought, I went back and juggled some of the steels (new ones and originals) and came up with 0.058,
which is a little sloppy compared to the rest. Might be time to buy a special size snap ring?)
Oh yeah, I am also debating the use of the Alto Teflon Seal Rings, or the Steel Seal Rings that came with the transmission?
Any positive comments/advice would be appreciated!
(Continued)
Forward Clutch Assembly
This one is just like the others maybe a little more simple. Just disassemble, put new seals in and assemble with new frictions and steels:
After removing the snap ring, pull out the friction pack, then remove the piston using compressed air:
You must be registered for see images attach
In this one the Cylinder (outer steel case,) has the inner and the piston has the outer seals
You must be registered for see images attach
You must be registered for see images attach
Once I cleaned and inspected grooves and slots, it was re-assemble time:
You must be registered for see images attach
ATF on the seal, a little (tacky) blue assembly grease on the bearing surface
Piston back in and return spring on top (spring rests on a circular apply ring (more grease on contacts))
You must be registered for see images attach
It might be a good idea to line up the fluid passage hole in the piston with a gap in the piston return spring for
compressed air access.
You must be registered for see images attach
New friction pack has 6 rather than 4 frictions.
You must be registered for see images attach
Alto also supplies steels, including two modified pressure plates, (both thinner than OEM)
You must be registered for see images attach
Note the Pressure Plate (in foreground) has a dished shape to it. This dish goes toward the piston return spring.
Again, I am very impressed by the tolerances held with these aftermarket parts, with the original snap ring in place
the clearance (from Alto) is 0.040-0.075 (Factory is a surprising 0.030-0.055, which is tighter than what Alto calls for.)
You must be registered for see images attach
I came in at 0.030, which is 0.010 tighter than Alto's spec. I should say that this gap was a little harder to measure because
of the Cushion Spring (Wavy-washer style steel) which may/may not have smashed a little bit.
I want to think about whether or not I need to get a snap ring 0.010 thinner than what I have in there...
(edit: after some thought, I went back and juggled some of the steels (new ones and originals) and came up with 0.058,
which is a little sloppy compared to the rest. Might be time to buy a special size snap ring?)
Oh yeah, I am also debating the use of the Alto Teflon Seal Rings, or the Steel Seal Rings that came with the transmission?
You must be registered for see images attach
Any positive comments/advice would be appreciated!
(Continued)
Last edited: