One of Jordan’s “artsy” shots:
Rob installing the coilpacks:
After overtightening one of the coilpack screws and snapping it in half, Rob attempted to remove it:
This ended up taking quite a bit of the day, as easy-outs and most other removal methods were unsuccessful. One of the biggest issues is that Rob was using an air-powered drill that spun somewhere in the neighborhood of 20,000rpm! We believe the drill bit wasn’t cutting well since they aren’t generally designed to operate at those speeds, and was creating heat through friction and hardening the metal against removal attempts (basic Mechanics of Materials concept – “work hardening”). We had the most success by changing to a battery-powered drill, making new holes, and again utilizing the easy-outs.
Peeking up at the knock sensor:
Old TO bearing (assumed OEM) on top versus the one that came with the Exedy clutch kit:
Pressing the bearing onto the carrier using a piece of pipe and vice (Method #1):
The piece of pipe I machined to fit the inside lip of the new bearing, to press it on with an arbor press (Method #2 = better):
The Nismo clutch pivot in place & greased; carrier / TO bearing greased and installed:
Demonstration of how the clutch fork and carrier/bearing fit together with springs:
JGY(boo) urethane mount installed on powdercoated transmission crossmember:
I noted a couple of things here:
1) The bevel in the lower right part of the mount isn’t of sufficient size to accommodate crossmember curvature in the same area, and
2) The kit should have included bolts, fasteners, and locking washers to connect the mount to the crossmember. Not surprisingly, it doesn’t, and I had to obtain them from Lowe’s. While not overly expensive or difficult to locate, it would have been nice for OEM-quality or higher hardware to come with the kit, saving both time and money. I chose the highest available grade allen bolts, nuts, and lock washers, and torqued to FSM specs (even though this might not be entirely appropriate for a urethane mount).
Me demonstrating how the mount/crossmember attach to the transmission:
Note the orientation of the crossmember “high” and “low” sides compared to the transmission orientation. I noticed that the FSM-specified torque was difficult to achieve here since the mount is malleable and deformed before the torque spec was reached. I had to back the wrench down somewhat, and ended up using the lower torque value in the FSM. It might not have been a bad idea to include installation instructions with torque specs, but exclusion is here again not surprising.
