You ever notice how someone else can point something out that you never
noticed before? My wife was driving the E-type the other day and remarked
on the amoung of force was required to use the clutch. I was in the
passenger seat and noticed how uncomfortable that seatbelt is. This
prompted a couple of questions.
How many pounds should it take to push in the clutch on a Series II? I
just checked mine and it takes between 60 and 70 pounds of pressure to
disengage the clutch. That seems like a lot to me.
On the Series II 2+2 what is the bolt-to-bolt length of the front
shoulder harnesses? Mine measure about 64" and seem to be a little short.
While I am asking questions:
Does anybody know the cfm for the stock Series II cooling fans?
In reply to a message from J Walker sent Sun 14 Jul 2002:
The clutches on LBCs are heavier than modern jap stuff etc. 60lb
sounds about right.
The seatbelt on the pax seat of my FHC is smaller than the
drivers too. Must be designed for a certain type of passenger!–
russell furzer
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
Russell wrote: “The clutches on LBCs are heavier than modern jap stuff etc.
60lb sounds about right. The seatbelt on the pax seat of my FHC is smaller
than the drivers too. Must be designed for a certain type of passenger!”+++++++++++++++++
Thanks Russell. Both my wife’s Mustang and my Escape have much lighter
clutches. The difference is remarkable.
Does anybody know of a way to change the clutch linkage leverage to make for
less effort?
Russell wrote: "The clutches on LBCs are heavier than modern jap stuff etc.
60lb sounds about right.On Mon, 15 Jul 2002 08:45:15 -0500 “Walker, John JR SITI-ITDFP” John.Walker@shell.com wrote:
+++++++++++++++++
Thanks Russell. Both my wife’s Mustang and my Escape have much lighter
clutches. The difference is remarkable.
Does anybody know of a way to change the clutch linkage leverage to make for
less effort?
=========================
Yep, the clutch on the e-type is definitely much heavier to operate than on
the 240Z or my wife’s Nissan PU.
You really notice it when you are stalled in heavy traffic. This is one car
that would make you want an AT if you had to commute in stop and go traffic
every day!
I don’t think anything you can do to the adjustments will change the laws of
physics.
It still has to move a certain amount to operate and the only way to change
the amount of pressure required would be to change the leverage. If you did,
it probably would not press in on the disc enough to fully release.
You might be able to change the clutch master cylinder for one with a
bigger piston. I’m pretty sure you could find a standard Girling cylinder
for the purpose.
Mike Frank
At 11:33 AM 7/15/02, you wrote:>I don’t think anything you can do to the adjustments will change the laws of
~ Thanks Russell. Both my wife’s Mustang and my Escape have
~ much lighter clutches. The difference is remarkable.~
~ Does anybody know of a way to change the clutch linkage
~ leverage to make for less effort?
I had a Ford pickup with a three speed. Now THAT was a hard clutch to
push. My wife couldn’t physically do it. Had to be at least three times
the weight of the Jag’s clutch.
Wouldn’t you need a smaller piston to ease the clutch?
A larger one would pump more fluid for a given pedal movement,
and so take more pedal pressure?
Jerry Mouton “Laissez les bons temps rouler!”----- Original Message -----
From: “Michael Frank” mfrank@westnet.com
You might be able to change the clutch master cylinder for one with a
bigger piston. I’m pretty sure you could find a standard Girling cylinder
for the purpose.
Russell wrote: “The clutches on LBCs are heavier than modern jap stuff etc.
60lb sounds about right. The seatbelt on the pax seat of my FHC is smaller
than the drivers too. Must be designed for a certain type of passenger!”
+++++++++++++++++
Thanks Russell. Both my wife’s Mustang and my Escape have much lighter
clutches. The difference is remarkable.
Does anybody know of a way to change the clutch linkage leverage to make for
less effort?
Regards, John Walker
69 2+2
You could use a smaller diameter master cylinder that is longer then the
one there now or a larger diameter slave cylinder the same length as the
present one, or both. The problem is that it will then take a longer
push on the clutch peddle to get the same amount of travel on the slave
cylinder to disengage the clutch. That would mean the peddle would have
to start higher up and be in a bad position. Or instead of the cylinder
changes you could put a longer peddle arm on it, which would probably
also be uncomfortable, if it would even fit at the floor when pushed all
the way forward.
Just drive it a lot and it won’t feel that heavy any more. Who would
want to drive those other cars when you have an Etype? :-)–
Manfred
63 E FHC
86 XJ6
Yeah, and longer stroke. As someone else mentioned, maybe George, it’s
physics. The problem, if you want to call it that is the pressure plate
and how much force and distance it takes to disengage the driven disk.
Unless we modify the clutch design entirely to change one of those
characteristics we’re not going to eliminate the heavy clutch problem
with any amout of fiddling with the clutch pedal or plumbing… IMHO
Talking about a heavy clutch, I once had a '68 GTO, my leg would
actually start shaking if I had to hold that clutch down for longer than
a minute or so.
pauls 67ots
Wouldn’t you need a smaller piston to ease the clutch?
A larger one would pump more fluid for a given pedal movement,
and so take more pedal pressure?
Jerry Mouton
<<<<<<<<<From: “Jerry Mouton” jerry@moutons.org
Subject: Re: [E-Type] Re: three questions
