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Sorry to hear this luck Alex. This is what had happened to mine as I bought it and I had to rebuild the engine before I had really driven it. We could only assume the previous owner had been lazy with the clutch.
It's not something I have heard of happening before on our motors, so something must have been well out of spec to have caused it. I have the integrated shells on mine, which some folk advise against, but they have been fine for many years of service. I guess if the tolerances are right, it's not going to be an issue which type you use. Constant lateral pressure from the clutch side would certainly wear our the thrust washers quickly. Hope you locate the culprit and understand what was wrong soon mate.
Hate to say this but are you 100% sure you got the inline-5 thrust washers? I had a similar situation recently and it turned out I was supplied 1.8T thrust washers instead of AAN/etc thrust washers.
Hey Issam,
Yes they were the correct washers. Cause still TBC.
Unfortunately this is the current state of affairs:
Pistons may be OK - need to clean & measure them properly. Visually it only looks like the skirts are a bit scuffed but ring grooves and/or pins might be scored / worn - TBC.
So a shopping list is growing and my wallet is already stinging!
Hi there. I've recently went trough your project thread.
Loads of work-quality work has been done in here.
And now such a big lose now.
Wish you best of luck with the new engine.
Maybe diesel crank this time-stroker?
Gutted, for you Alex. I hope you get to the bottom of the issue for peace of mind at the very least. Good luck with the new engine.
The Perfectionist
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Audi Class Concours winner Stoner Park 2014, ADI Concours D'Elegance Class Winner 2008, Runner up 2014. Winner, S2Forum Show'n'Shine Billing 2006 & 2008.
I finally found the time & motivation to start doing some work on this car. I found the problem with the thrust bearing failure - irritatingly simple really.
I used the B3/B4 clutch slave cylinder with the 0A3 gearbox - unfortunately it doesn't have a long enough stroke and so the piston doesn't retract back into the bore far enough to completely disengage the clutch - this meant the release bearing was putting constant light pressure on the pressure plate and this caused the premature wear of the thrust bearings.
A silly mistake really - bottom line i didn't check it thoroughly enough. I would have picked up on it if I hadn't installed the cylinder on the gearbox before bolting it up to the engine. Oh well, live & learn.
I will either machine the pushrod or see about using a B6/B7 slave cylinder.
Anyway, I'm going to rebuild the engine and am already collecting parts for this. Will be sleeving an overbored ABY block I have here, using modified OEM pistons & FCP rods.
In the mean time I have been working on some changes to my set-up.
In order to set the e-throttle up, I needed to use a throttle potentiometer so I spent a while looking for a TDI pedal box.
These are quite hard to find, but I finally got hold of one (cheers Sam )
My pedal bushes were looking pretty ropey and the pedals had been sqeaking since i bought the car, so I thought it was time to fix that. Turned out my clutch pedal was actually bent aswell
I removed these brittle plastic bushes and made some new Delrin inserts and aluminium hats to replace them:
The T5 pin TDI throttle pot is no use, but many of the early e-throttle VAG motors used a similar Bosch 6 pin unit. I got hold of a new old stock Seat part to use. Bolts right up to the TDI pedal box.
Finally the all important throttle pedal. The TDI unit has an adjustable boss that hooks onto the lever pulley for the throttle pot. Unfortunately the one I got was damaged with the common problem of the flap breaking off. Not to worry - I cut a good one off my old pedal.
Since I will be able to set the min & max throttle position electronically, I took the opportunity to lengthen the pedal by 20mm which will make it more comfortable to heel & toe.
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