Contour Enthusiasts Group Archives Forums Modifications Transaxle Got my FORD OEM TOB/Slave, have a question.

Cross post on NECO

if you cant see the pics, when i compress the SPEC TOB, the inner ring is flush with the thing that contacts the PP. When i compress the Ford one, the PP contact ring compresses further down past the inner ring. wtf?

i talked to bill j yesterday and i got a brand new V6 TOB....

help

thanks

Might not want to spend all your time over there. The TOB where the piston moves back far below the tube face is a ZETEC TOB...didn't we cover this before? It will have a raised ridge on the bearing face and is far shorter than the V6 part.

Ahem.
Ahem 2

guess what guy? i read both those threads twice.

both TOB's in my possesion are exactly the same. they measure the same height and have the same part number stamped on them.

now care to explain why one compresses farther than the other?

[image]http://www.newcougar.org/forums/attachment.php?attachmentid=23391&stc=1&d=1141960616[/image]

[image]http://www.newcougar.org/forums/attachment.php?attachmentid=23392&stc=1&d=1141960616[/image]

can anyone answer my question?

Links don't allow to view photo's without a password. It might be easier to see what you mean if we could see the photo's.

I'm in a good mood.
FORD TOB

SPEC TOB

My guess is that if the SPEC is made by another company trying to match Ford's design, then it could be different when compressed.

I'd use the Ford one (which the v6 ford tob I have compresses down the same as your's, with the outer part going further down than the inner ring).

k, hopefully this works, i just installed the brand new OEM ford unit.....

Really guys, that compression thing shouldn't be a big deal. Although I agree they should be the same, that wouldn't make them not work. You have to take into account the whole travel distance of the piston/bearing assembly.

{TH}.....'Really guys, that compression thing shouldn't be
a big deal. Although I agree they should be the same,
that wouldn't make them not work. You have to take
into account the whole travel distance of the
piston/bearing assembly.

...not quite right.The slave/TOB moves further down
and moves the piston BACK into the cylinder as the
clutch wears.A diaphragm clutch spring fingers move
OUT towards the TOB as the clutch disc wears and gets
thinner.If the TOB piston cannot move back the clutch
will become disengaged over time and slip.This type of
design is self adjusting....the amount of travel
remains the same re TOB piston stroke but it is the
position of the piston in the TOB that changes as the
clutch wears.....get it?