This item is also known as a Pilot Bush, or Pilot Bearing depending on what material its made of. Most Spigot Bushes are made of Sintered Bronze and must not be made of Brass as it expands and jams the front shaft. Some vehicles run a Ball Bearing but these can run dry and can become noisy.
What is a Spigot Bush?
Keeping the back of the block clean.
It is most important to make sure the back of the block is clean as the Bellhousing must fit neat on the back of the Block.
Fitting a Gearbox onto a Bellhousing.
Most Gearboxes are fitted with a “Front Retainer Flange“, which usually is held on with 4 Bolts. This item must be the exact same size as the hole in the back of the Bellhousing. This lines the box up dead true to the Crankshaft.
Heat cracks on a Manual Flywheel.
If this is the case its usually caused by a slipping Clutch or someone who “Rides the Clutch“ the Flywheel must be removed and replaced in most cases. Only if a small cut is taken off the face and the cracks do not appear will it be OK.
How many differences are there in V6 Commodore manual Flywheels ?
There are a number of differences – There are 6 Bolt and 8 Bolt plus different counterweights. If you put the incorrect Flywheel on your V6 Engine you will get a vibration right through your vehicle. Before removing Transmission check the centre line position vertically of your Driveshaft.
The completed conversion should have the Driveshaft in the same position. Sometimes adjustment can be made.
- To raise the Driveshaft, place an appropriate spacer between Rubber Mount and Crossmember.
- If Driveshaft needs to be lowered, Place spaces between Crossmember and body.
Correct Bolt up of Pressure Plate.
When Pressure Plate bolts are tensioned to the Flywheel with the Drive Plate correctly aligned the fingers of the diaphragm clutch will move inwards towards the flywheel. Place a small straight edge across those fingers to check that the shaft of those depressed fingers have not gone concave. Ideal shape of the fingers slightly convex to dead flat. If the fingers are concave small shim spacer washes need to be placed between the pressure plate and the Flywheel to ensure that the Clutch Diaphragm is operating in its designed position.
Clutch Plate Alignment.
As the Pressure Plate is being tensioned to the Flywheel the driven Plate has to be into near perfect alignment with the Spigot Bush or Bearing, an aligning tool is needed and this can be a priority tool available from your parts supplier, or the same input shaft from the same model Gearbox or simply a turned piece of wooden dowel to match the I.D. of the Spline of the Driven Plate and the I.D. of the Spigot Bearing or the Bush .
Adjusting Your Clutch
There are three types of Pressure Plates:
- Flat Diaphragm- multi fingers, you must use round face thrust race.
- High Diaphragm- raised fingers, you must use flat face thrust race.
- Three Finger type- called ‘Long style’, you must use flat face thrust race.
It is important that a new thrust race be fitted to your carrier.
With the thrust bearing just touching the fingers of the pressure plate, the fork arm should be coming out of the bellhousing in the center of the slotted window. This can de done on most Dellow Bellhousings by adjusting the pivot ball and locking nut inside the bellhousing. Back the thrust race off the pressure plate, leaving an air gap of approximately 4mm.
The thrust bearing must not be running against the fingers of the pressure plate, until such time as when the clutched is depressed to change gear. It will then return to its stationery position. Final adjustment should be done externally with the Dellow adjustable push rod, which connects the fork with the slave cylinder.
Release Bearing adjustment (Thrust Race)
It is recommended that a return spring be fitted externally to the Clutch Fork to ensure that the Fork is retracted fully back. It is imperative that the contact face of the Thrust Race NOT be in contact with the fingers of the Pressure Plate otherwise premature failure of the Trust Race will occur. The gap required between the fingers and the contact surface needs to be between 1 and 3mm and this application for Cable or Hydraulic Clutch setup.
What bellhousings do you have to fit the turbo hydro 400?
We manufacture a range of bellhousings to fit the Turbo hydro onto the following engines.
- Ford V8 289-302-351
- Ford V8 302 injected
- Ford V8 429-160 big block
- Chev V8 small block & big block
- Chev V8 LS1-LS2 (Chev)
- Holden V6 Commodore 3.8
- Falcon 6 250 & 250 X flow
- Falcon 6 EA-B-D-F-L-AU-BA-BF & FG
- Chrysler small block 273-318-360
- Chrysler Hemi 6 245-265
- Nissan RB20-30
- Nissan SR20
- Nissan FJ20
- Toyota 6 1JZ-2JZ
- Toyota V8 1 UZ-FE & 1 UZ –LS
Note: The Turbo 400 case needs to have the front of the housing cut off and in turn our new housing will bolt onto the 6 or 8 pump bolt holes.
Bleeding of Hydraulic Clutch assembly
It is important that all air is displaced in the Clutch Hydraulic circuit to ensure that full travel is available for the thrust race into the pressure plate diaphragm. Sometimes bleeding of such hydraulics needs to be done by a pressure bleeding system. Then check that by operating the clutch pedal, that the clutch is fully released. If not, further investigations need to be made.