T-5 grinds into gear. Synchros????
#1
T-5 grinds into gear. Synchros????
Just put a brand new clutch in and the shifter grinds into gear. EVERY gear
------------------
91 Formula
305 TPI 5speed
1LE/G92/WS6
Paxton SN92 polished kit, SLP airfoil, ported/polished plenum, March pulleys, Crane AFPR(43psi),Crane Gold 1.6rrs,MSD coil,MSD6AL (5200rpm limit),Holley 9mm wires,Ac delco R43ts plugs,stock chip,Ford SVO 24# injectors,Bosch O2sensor,SLP 1 5/8" headers,SLP catback,shortened shifter,3:73s w/Auburn posi,170* t-stat,JET 195* fan switch, Macewen white face gauges, Autometer gauges, Zoom hi-performance clutch.
------------------
91 Formula
305 TPI 5speed
1LE/G92/WS6
Paxton SN92 polished kit, SLP airfoil, ported/polished plenum, March pulleys, Crane AFPR(43psi),Crane Gold 1.6rrs,MSD coil,MSD6AL (5200rpm limit),Holley 9mm wires,Ac delco R43ts plugs,stock chip,Ford SVO 24# injectors,Bosch O2sensor,SLP 1 5/8" headers,SLP catback,shortened shifter,3:73s w/Auburn posi,170* t-stat,JET 195* fan switch, Macewen white face gauges, Autometer gauges, Zoom hi-performance clutch.
#4
Supreme Member
Join Date: Jul 1999
Location: Loveland, OH, US
Posts: 18,457
Likes: 0
Received 15 Likes
on
15 Posts
Car: 4
Engine: 6
Transmission: 5
It's very rare that all 5 synchro rings in a trans will wear out at the exact same time, which also just happens to be the same time that a clutch job got done.
There's something wrong with your clutch. Did the pilot bearing get replaced? Flywheel turned? etc. Grinding into gear is virtually always a clutch problem, not a trans one.
------------------
"So many Mustangs, so little time..."
ICON Motorsports
There's something wrong with your clutch. Did the pilot bearing get replaced? Flywheel turned? etc. Grinding into gear is virtually always a clutch problem, not a trans one.
------------------
"So many Mustangs, so little time..."
ICON Motorsports
#5
True...the flywheel was resurfaced. I dont have a pilot bearing. I have a pilot bushing. And i just greased it. It was in ok shape. Brand new throwout bearing of course.
I even broke the cluctch in 450miles before getting on it
------------------
91 Formula
305 TPI 5speed
1LE/G92/WS6
Paxton SN92 polished kit, SLP airfoil, ported/polished plenum, March pulleys, Crane AFPR(43psi),Crane Gold 1.6rrs,MSD coil,MSD6AL (5200rpm limit),Holley 9mm wires,Ac delco R43ts plugs,stock chip,Ford SVO 24# injectors,Bosch O2sensor,SLP 1 5/8" headers,SLP catback,shortened shifter,3:73s w/Auburn posi,170* t-stat,JET 195* fan switch, Macewen white face gauges, Autometer gauges, Zoom hi-performance clutch.
I even broke the cluctch in 450miles before getting on it
------------------
91 Formula
305 TPI 5speed
1LE/G92/WS6
Paxton SN92 polished kit, SLP airfoil, ported/polished plenum, March pulleys, Crane AFPR(43psi),Crane Gold 1.6rrs,MSD coil,MSD6AL (5200rpm limit),Holley 9mm wires,Ac delco R43ts plugs,stock chip,Ford SVO 24# injectors,Bosch O2sensor,SLP 1 5/8" headers,SLP catback,shortened shifter,3:73s w/Auburn posi,170* t-stat,JET 195* fan switch, Macewen white face gauges, Autometer gauges, Zoom hi-performance clutch.
#6
Member
Join Date: Jun 2000
Location: Youngstown, Ohio, USA
Posts: 388
Likes: 0
Received 0 Likes
on
0 Posts
Its' not a flywheel or pilot bushing problem. The problem is within the release mechanism itself. It could be a defective pressure plate (rare), but most likely improper mounting of the clutch fork on the ball stud or improper/incomplete bleeding of clutch hydraulics.
First I would check the throw on the slave cylinder, I believe it should be at minimum less than 6/10ths of a inch. If it is going that much, make sure the clutchfork is on the ball stud. The only other possibility is the TO bearing being installed backwards that it'd take someone real incompentent to do that and it wouldn't last long (if it even worked). I'd definetly check the first two things though.
------------------
1984 WS6 Trans Am Hartop
Former L69 Car under restoration
1984 Trans Am T-tops
4-bolt main 350, performer intake, headers, Holley 650, T-5, hayes clutch, dual elec. fans and 3.23's.
Daily driver and restoration
13.98 @ 101
First I would check the throw on the slave cylinder, I believe it should be at minimum less than 6/10ths of a inch. If it is going that much, make sure the clutchfork is on the ball stud. The only other possibility is the TO bearing being installed backwards that it'd take someone real incompentent to do that and it wouldn't last long (if it even worked). I'd definetly check the first two things though.
------------------
1984 WS6 Trans Am Hartop
Former L69 Car under restoration
1984 Trans Am T-tops
4-bolt main 350, performer intake, headers, Holley 650, T-5, hayes clutch, dual elec. fans and 3.23's.
Daily driver and restoration
13.98 @ 101
#7
Junior Member
Join Date: Nov 1999
Location: New Columbia, PA
Posts: 67
Likes: 0
Received 0 Likes
on
0 Posts
i have had a similar problem to that before. i would bleed the slave cylinder first and check the throw on it, like 84TA said. i found my ballstud was working itself loose and tightened it up (use loctite) and solved it. later on, i also had a bent clutch fork which prevented the clutch from fully disengaging. for $25-$30 you can get a heavy duty clutch fork from jegs. i have seen after market clutch pressure plates (RAM) bad from the factory, too. well, just a few things to try
Thread
Thread Starter
Forum
Replies
Last Post