ok well i just swapped out my 700r4 for a T5 and i got the holes cut out for the clutch pedal assembly and the shifter plate, tranny is in, pedals are in, clutch fluid res, etc. but i'm having issues with the clutch, i belive its stuck engaged, also i'm having some problems puting the shifter into 1,3,5. its hits 2,4,R just fine. Any thoughts ? pictures are helpful too

 

anyone ? plz

 

cmon, there has to be somone who can help....

 

amazing.. 3 days later not one reply

 

Sounds like the input shaft may be binding on the pilot bearing due to it not being aligned to the crankshaft centerline.

 

so you think the pilot bearing may be crooked or somthing ?

 

No, the crankshaft centerline is not inline with the input shaft of the trans. This is caused by a bellhousing not holding the trans at the correct position.

Here is an excerpt from Mcleod's Website:

In order for a clutch, transmission and related parts to function properly the bellhousing must have two surfaces parallel to each other. One is where the bellhousing bolts to the motor. Where the transmission bolts to the bellhousing is the other. To check this, use a dial indicator with a magnetic base. Attach the base to crankshaft and indicator to (top) or transmission mating surface. Turn flywheel and mark the surface with something you can read (chalk, magic marker, etc.). Maximum runout is + 0.005 to -0.005.
To correct out of parallel; take bellhousing to someone that does Blanchard grinding (most steel flame cutter people have one). Place the engine surface down on the table and have them grind the transmission mating surface to bring it into parallel.
Center Hole or Bore Out of Alignment:
If center bore doesn't run true to the center of the crank or pilot bushing, the clutch disc will suffer and possibly effect the transmission front bearing too. Irratic clutch engagement and disengagement can occur. Sometimes in the center of the disc will break completely out if this problem is not corrected.
To check alignment in the car McLeod has a dial indicator tool that attaches to the crank with a magnet or use a regular magnet base indicator holder. Once the base is secure, set indicator dial at "O". Slowly move the flywheel and observe the indicator. The maximum McLeod recommends for the housing to be out alignment is +0.008 to -0.008. When watching indicator it is best to mark the center bore in four places then read and record the indicator reading at those four positions. (We recommend the four positions be like a plus sign in math Example +.
Correction of bellhousing alignment is usually done with off-set dowel pins. Check with your local speed shop for appropriate part# and off-set. If your bellhousing is not a McLeod and it runs our of alignment more than 0.040 out on the block, then we recommend purchasing a new McLeod Housing.

 

Definitely check what Rick said out, but I have a question for you, are you using an aftermarket shifter?

Many times the stops can be adjusted incorrectly and cause you not to fully engage in gears.

Also, have you checked / bled the slave cylinder?

 

stock shifter. thing is also, i went under the car, and noticed presure is being given as if the clutch pedal were being pressed, without it being press.