My nearly new white CS was discharged from the hospital with a clean bill of health on Christmas Eve. The dealer had it for about four days. On day two I went by to pay a bench-side visit. Everything from the motor back was in pieces on the floor. The bolts that secure the pressure plate to the flywheel had loosened or never been properly torqued. Surprisingly the mechanic told me they're only specified to be tightened to 17 ft lbs. That's not very tight, but apparently enough to do the job; small bolts. They had not backed out only loosened slightly but enough to render the clutch peddle completely ineffective. At any rate I noticed it before any serious damage had been done to the original parts. Nevertheless they replaced everything except the transmission; new clutch disk, flywheel, pressure plate, bolts, everything back, etc.
I drove it out very carefully not knowing what to expect. Big difference. I asked the extremely capable mechanic to triple check the shift/clutch adjustment and operation before discharging it from the hospital; which he did. There is now 2-3 inches of free play in the clutch but it is as smooth as glass. Not that everything was so out of whack before but the slightly and continually loosening bolts over the first 1300 mi. had made it increasingly harder to shift and gradually and untimately reduced the clutch free travel to zero and finally to no clutch. For those of you new to these cars it's not suppose to be that way.
Well, now with everything new and properly fastened it clutches and shifts like a seventy thousand dollar Porsche instead of a CJ. Strangely, the old and new clutch disks appeared identical in thickness, surfacing and condition. Still haven't broken 1500 mi. mark on my (stubborn)way to the 2K breakin threshold and a clear conscience to rev it up.
My dad and uncle were career master mechanics. Growing up in that household makes me just barely qualified to confirm no visibly ascertainable damage on the replaced parts. In retro, the dealership was really great in giving no hint of opposition (to my insistance) even helping to effect the replacement of all the parts by Porsche.
This episode is over. I sincerely hope few to none of you ever experience this but if the condition starts to develop in your pride and joy, hopefully you will recognize it promptly, and your dealer will render the cure before it becomes terminal. Ya'll have an extra Happy New Year; with my car back in the garage, I certainly will.
Congrats jbriener on getting the car back in 1 piece. I follow these threads for the info but knock on wood, I haven't had any problems yet. Don't expect I will either as the mileage on mine is pushing 17k and it seems the bolt problem has shown up fairly early after delivery. Enjoy it!!
jbriener - I'm glad everything turned out well, and to your ultimate satisfaction. That's why these $70k cars come with a warranty - it's a bummer when it has to be used (in 18k miles, I haven't had to) but it's good to know when used, that it works.
Have a good New Year's weekend,
brad
17#'s, as you said, it certainly not much.... about as much as one uses to tighten the cap on a tire valve stem! Hope he used some lock-tight.
It's actually lb ft of torque not ft lbs. It is weight applied at a certain distance from the bolt that accounts for the twisting leverage aka torque).
And the torque setting is determined by the size and material of the bolt & threads, not by the application. It is the number of bolts and placement that should ensure that the several bolts at 17 lb ft keeps the pressure plate intact.
Also, locktite (tm) is a way of holding the bolts in place a little better. Some locktite(tm) is designed to be somewhat permanent.
I'm more interested in knowing exactly "why" some of the CS cars are having this problem in the first place? Is it because the flywheel isn't balanced? Or that the flywheel and pressure plate weren't balanced together?
fmarshall,
The correct spelling is Loctite (tm).
hope that helps,
Dave
