EthanMenace
Paid Member
Ok, I’ll try that next.
It probably is me doing something wrong, it was still drivable before I tried bleeding it again
Glacier White 200 Cup
- Thread starter burrellbloke
- Start date
Ok, I’ll try that next.
It probably is me doing something wrong, it was still drivable before I tried bleeding it again
RSRowe
Paid Member
It could also be an issue with the clutch plate if the pedals really hard
burrellbloke
Paid Member
We went to Mallory Park yesterday for a Javelin track day. We had not been to Mallory Park before so for £179 (plus an additional driver) we thought it would be worth a go.
We travelled up the night before and managed to use the journey and some extra driving miles to bed in the new 330mm Godspeed discs. The RPX pads had left a smearing deposits on the front discs which didn't look good. When we got to the circuit we put the DS1.11 pads in and blocked up the brake ducts so that we could bed in the pads. After the sighting laps and a some laps with deliberate heaving breaking the new brake set up was bedded in. The deposits left by the RPX pads were gone and the discs were showing signs of going through some heat cycles.
We came back in to the paddock, took the tape off of the brake ducts and did the first proper session. The Clio was flying around the four corners of the track, but we were still suffering with clutch drag. We had attempted to bleed the clutch in the week and had the tools to bleed the clutch at Mallory Park.
I went out for the second proper session. Most of the course could be done in fourth gear apart from the hairpin, although the car was hitting the limiter just before the first and second corners.
We came back to the paddock and decided to bleed the clutch. That was the end of our day. We think that the slave let go at this stage and we could not get enough pressure to engage the clutch. Whenever we tried to bleed the clutch the bleed clip came off. Despite the really helpful remote assistance from Alex at AW Motorworks the slave seals were knackered. We managed to get the car moved from the paddock to outside the track gates and discovered we were missing an O ring. Despite managing to get an O ring from a garage on the site we could not get the clutch pedal back. Each time we went through the bleed procedure the pedal would go really stiff and then just "push"off the clip on the valve.
We conceded defeat about 3pm and then organised a man with a trailer to get us home. This was the 31st track day for the Clio and it is only the second time it did not drive home under it’s own power.
We will diagnose the problem, probably fit a new slave and get the Clio ready for Blyton Park in 12th April 2025.
We travelled up the night before and managed to use the journey and some extra driving miles to bed in the new 330mm Godspeed discs. The RPX pads had left a smearing deposits on the front discs which didn't look good. When we got to the circuit we put the DS1.11 pads in and blocked up the brake ducts so that we could bed in the pads. After the sighting laps and a some laps with deliberate heaving breaking the new brake set up was bedded in. The deposits left by the RPX pads were gone and the discs were showing signs of going through some heat cycles.
We came back in to the paddock, took the tape off of the brake ducts and did the first proper session. The Clio was flying around the four corners of the track, but we were still suffering with clutch drag. We had attempted to bleed the clutch in the week and had the tools to bleed the clutch at Mallory Park.
I went out for the second proper session. Most of the course could be done in fourth gear apart from the hairpin, although the car was hitting the limiter just before the first and second corners.
We came back to the paddock and decided to bleed the clutch. That was the end of our day. We think that the slave let go at this stage and we could not get enough pressure to engage the clutch. Whenever we tried to bleed the clutch the bleed clip came off. Despite the really helpful remote assistance from Alex at AW Motorworks the slave seals were knackered. We managed to get the car moved from the paddock to outside the track gates and discovered we were missing an O ring. Despite managing to get an O ring from a garage on the site we could not get the clutch pedal back. Each time we went through the bleed procedure the pedal would go really stiff and then just "push"off the clip on the valve.
We conceded defeat about 3pm and then organised a man with a trailer to get us home. This was the 31st track day for the Clio and it is only the second time it did not drive home under it’s own power.
We will diagnose the problem, probably fit a new slave and get the Clio ready for Blyton Park in 12th April 2025.
burrellbloke
Paid Member
burrellbloke
Paid Member
We are working on the basis that there is something wrong with the clutch system that is causing the gearbox problems. The gearbox has been rebuilt so it should be healthy internally. The clutch and slave were not replaced when we refurbed the gearbox so they are potential problems.
At Mallory Park we had two problems when bleeding the clutch. The first problem was that when we opened the bleed valve, bled the clutch, and then closed the bleed valve brake fluid was still dribbling out of the bleed nipple. I think that this was due to us missing an O ring off of the end of the slave cylinder. The second problem was that after adding in a second O ring (which might not have been the perfect size) when we tried to bleed the clutch we would open the bleed valve by moving the clip but when we pressed on the clutch pedal it would go down a little bit and then there was a lot of resistance. When you pushed past the resistance with force (using as little force as possible but having to give it some force to make the pedal move) the bleed clip would fly off and brake fluid would then shoot out.
Slave cylinders are not too expensive so we will get another slave and the resident mechanic @EthanMenace can pull the box out and replace the slave.
Does anyone know what the part number is for the hose the connects to the slave cylinder? That is the hose that has the bleed clip and bleed nipple and would slide on where the red arrow is below. I have had a look on Dialogys but cannot find it.
You can see from this video of Ethan's first session, well his only session, that gear changes were difficult up to third and fourth and down from fourth and third.
I have said this before but we made no effort to use fifth gear at Mallory Park as it was easier just to drive up to the limiter and stay in fourth gear.
The car is now irritating me as the gearbox seems to be the only part really holding it back this year. We have to be patient and wait for the car to be able to change gear and that is interrupting the flow and slowing us down on track days.
I think that I now have our TMPS system up and running. I am good with technology but trying to work out how to configure sensors in a CAN bus system is beyond me. After getting some external help the sensors were providing sensible and realistic readings on Friday. This is what the TPMS readings were at the start of a session. For context we had been out for about 3 laps to bed in some brake pads, came back in and took off the tape from the fog light brake ducts and then headed straight out. Mallory Park is a clockwise circuit with a large sweeping right hander after the start/finish straight. The front left tyre was showing more wear than the front right tyre after our day ended so I would expect the tyre pressure to go up higher in the front left tyre.
This is the pressure readings after about 15 laps on track during the same session. I am suspicious of the rear readings as they stayed constant thought the session.
I thought that we would kill off the track tyres at Mallory Park but as we did not use the tyres much they are still okay. I have had a new set of Direzzas delivered by Tegiwa.
Tegiwa have managed to deliver three 215 wide tyres and 1 225 wide tyre!
At Mallory Park we had two problems when bleeding the clutch. The first problem was that when we opened the bleed valve, bled the clutch, and then closed the bleed valve brake fluid was still dribbling out of the bleed nipple. I think that this was due to us missing an O ring off of the end of the slave cylinder. The second problem was that after adding in a second O ring (which might not have been the perfect size) when we tried to bleed the clutch we would open the bleed valve by moving the clip but when we pressed on the clutch pedal it would go down a little bit and then there was a lot of resistance. When you pushed past the resistance with force (using as little force as possible but having to give it some force to make the pedal move) the bleed clip would fly off and brake fluid would then shoot out.
Slave cylinders are not too expensive so we will get another slave and the resident mechanic @EthanMenace can pull the box out and replace the slave.
Does anyone know what the part number is for the hose the connects to the slave cylinder? That is the hose that has the bleed clip and bleed nipple and would slide on where the red arrow is below. I have had a look on Dialogys but cannot find it.
You can see from this video of Ethan's first session, well his only session, that gear changes were difficult up to third and fourth and down from fourth and third.
I have said this before but we made no effort to use fifth gear at Mallory Park as it was easier just to drive up to the limiter and stay in fourth gear.
The car is now irritating me as the gearbox seems to be the only part really holding it back this year. We have to be patient and wait for the car to be able to change gear and that is interrupting the flow and slowing us down on track days.
I think that I now have our TMPS system up and running. I am good with technology but trying to work out how to configure sensors in a CAN bus system is beyond me. After getting some external help the sensors were providing sensible and realistic readings on Friday. This is what the TPMS readings were at the start of a session. For context we had been out for about 3 laps to bed in some brake pads, came back in and took off the tape from the fog light brake ducts and then headed straight out. Mallory Park is a clockwise circuit with a large sweeping right hander after the start/finish straight. The front left tyre was showing more wear than the front right tyre after our day ended so I would expect the tyre pressure to go up higher in the front left tyre.
This is the pressure readings after about 15 laps on track during the same session. I am suspicious of the rear readings as they stayed constant thought the session.
I thought that we would kill off the track tyres at Mallory Park but as we did not use the tyres much they are still okay. I have had a new set of Direzzas delivered by Tegiwa.
Tegiwa have managed to deliver three 215 wide tyres and 1 225 wide tyre!
RSRowe
Paid Member
I didn’t realise you were getting resistance in the pedal.
Simmo’s had that before and it was an issue with the clutch plate, which in turn killed the slave.
Simmo’s had that before and it was an issue with the clutch plate, which in turn killed the slave.
burrellbloke
Paid Member
We got the resistance in the pedal at the end when we were bleeding it, and not before when we were driving it.
This may be a silly question but is the clutch plate all part of a clutch that you can swap out rather than another piece of kit?
This may be a silly question but is the clutch plate all part of a clutch that you can swap out rather than another piece of kit?
RSRowe
Paid Member
No no, the plate (also can be called the cover) generally comes with the clutch.
I’m sure it was one of the rivets which had gone on Simmo’s plate which was stopping the clutch from disengaging properly.
burrellbloke
Paid Member
burrellbloke
Paid Member
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