After reassembling my drivetrain last fall with what I believe to be all original style components, I am having trouble with clutch adjustment. If I understand the function of the overcenter spring correctly, it should hold the clutch pedal up when the clutch is engaged and help pull it down during disengagement. In my case, the available adjustment does not permit the bellcrank spring to be returned from an overcenter position, leaving constant minimal pressure on the throwout bearing. At rest, the bellcrank sits almost, but not quite, at where the spring would begin to pull the clutch pedal up instead of down. I used an 004 flywheel, 10-1/2 in. clutch, short throwout bearing, '56 style clutch fork and release rod, 922 bell housing and a bellcrank with '56 style hairpin overcenter spring attachment. The pushrod measures correctly for a '55-58 at 18 in. It seems that a shorter pushrod or a slightly different rotation angle between the extensions at the ends of the bellcrank would solve the problem. Is the 59-62 pushrod (pedal to bellcrank) longer or shorter than the 55-58? Has anyone ever tried pressing off one end of the bellcrank and reassembling at a different rotation angle? Does anyone have any other suggesions or solutions? Any help is appreciated.
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C1 clutch linkage geometry
Bernard, The leather boot, the throw-out arm and the push rod are not what I am used to looking at on a C1... -
Re: C1 clutch linkage geometry
The boot is not technically correct but it serves to keep dirt out. The fork and rod are 1956 only components (maybe 1955 Corvette too, but the passenger cars used a still different one in 1955), as is the hairpin connection for the spring on the bellcrank.Comment
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Re: C1 clutch linkage geometry
My Dads 56 passenger car had a fork and rod like that.Comment
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