94 f350 idi
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From: Idaho cda postfalls
94 f350 idi
the clutch doesnt seem to engage all the way, it is hard to shift into gear and likes to creap forward, is there any way to adjust it or put a shim and the clutch rod. everything seems to be good no flex in firewall, check hoses no bulge no leaks no air in line, i heard there is something you can shim it with, but im nto really sure about that.
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Joined: Nov 2003
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From: Nutter Fort, WV
If you have no firewall flex the next culprit is usually air in the lines.
But there are a few other thing that could cause this problem.
Do you have a bunch of free travel in the pedal before the slave cylinder starts to move?
If you do and your clutch master cylinder rod is not adjustable you can remove the little arm the rod hooks to and move it one spline toward the master cylinder.
One other thing that causes that problem is the throw out bearing is worn out.
Or the throw out bearing fork is bent, or the pivot for the fork in the bell housing is worn out.
That is about all I can think of right now that would cause it to want to creep with the clutch in.
My first clutch went 240,000 miles. When I removed it the throw out bearing did not have any bearings left in it at all. Truck wanted to creep when in gear and it made a terrible squeal when the clutch was engaged.
But there are a few other thing that could cause this problem.
Do you have a bunch of free travel in the pedal before the slave cylinder starts to move?
If you do and your clutch master cylinder rod is not adjustable you can remove the little arm the rod hooks to and move it one spline toward the master cylinder.
One other thing that causes that problem is the throw out bearing is worn out.
Or the throw out bearing fork is bent, or the pivot for the fork in the bell housing is worn out.
That is about all I can think of right now that would cause it to want to creep with the clutch in.
My first clutch went 240,000 miles. When I removed it the throw out bearing did not have any bearings left in it at all. Truck wanted to creep when in gear and it made a terrible squeal when the clutch was engaged.
Last edited by Dave Sponaugle; Dec 28, 2004 at 10:51 PM.
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From: Nutter Fort, WV
Mine did not make any noise till the last day either.
No bearings at all in the throw out bearing. None in the bell housing either, just fine metallic bearing dust. I could not believe it, glad I saw it with my own eyes.
No bearings at all in the throw out bearing. None in the bell housing either, just fine metallic bearing dust. I could not believe it, glad I saw it with my own eyes.
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From: Idaho cda postfalls
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From: in the mountains of pa
a luk clutch kit converts your truck from a daul mass flywheel to a solid flywheel,,the difference is night and day,,I just put a luk in mine and love it,,the only thing I have noticed is that with the luk you get a little more clutch noise and under certain strain it likes to make your truck shake a little,,the price was 540.00 for the kit and it cost me 250.00 to have it put in.
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Posting Guru
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I have the luk conversion in my 89 F-450 I found out about it through the Diesel Stop before I was banned. I got prices on a new dual mass flywheel and clutch I damn near shiat my pants I ordered the luk the next day and saved 400 dollars. Yes the Luk does make the transmission abit noisier but h*ll I'am used to old T-18s and Np435s those transmissions howled and growled.
The luk does seem abit grabby in some situations I get a jerky shift but that is some trade offs you have to live with. I have driven IDIs with dualmass and the clutch pedal pressure is noticable compared to my 89 with the LUk which is easy.
I never had the clutch slip on me and I have been up some steep driveways with some heavy loads way more than a personal P/U would ever see. I recomend the LUK to anybody its been trouble free for me for the last 2 years.
The luk does seem abit grabby in some situations I get a jerky shift but that is some trade offs you have to live with. I have driven IDIs with dualmass and the clutch pedal pressure is noticable compared to my 89 with the LUk which is easy.
I never had the clutch slip on me and I have been up some steep driveways with some heavy loads way more than a personal P/U would ever see. I recomend the LUK to anybody its been trouble free for me for the last 2 years.
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i just relaced a dual mass with a luk for a buddie's truck, the clutch was much lighter feel than the old one. i have had to adjust the little arm the way dave said on every ford with a zf i have ever worked on, mine, my granda's, 2 of my buddie's, and one of my granda's buddie's. it worked great every time. push the pedal only 1/2 the way to fully disengage the clutch. for more details on how to get that little arm off just ask.
!!do not prise on the aluminum housing, you will break it in a million pieces!!
i did that to my first one. 50 bucks at the junkyard and 2 days looking for one that wasn't alredy broke. it could be just the little nylon bushing, but i believe it has alredy worn through this and into the dowl pin. if it has alredy worn that bad, don't even bother to get a new one, since you need all the room you can get if you adjust the little arm.
!!do not prise on the aluminum housing, you will break it in a million pieces!!
i did that to my first one. 50 bucks at the junkyard and 2 days looking for one that wasn't alredy broke. it could be just the little nylon bushing, but i believe it has alredy worn through this and into the dowl pin. if it has alredy worn that bad, don't even bother to get a new one, since you need all the room you can get if you adjust the little arm.
Last edited by 89ford73; Jan 2, 2005 at 11:45 PM.
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I didn't know it was called a luk clutch, but when my dual mass clutch finally crapped out at 140K miles, my mechanic recommended replacing it with a solid flywheel clutch. I love it and so does my wife. Clutch pedal pressure is remarkably softer. I have a '93 F250 4X4 and haul a 30ft 5th wheel all over creation. Also like the guys said, I saved $350 changing over. About 30K on the new clutch and the only down side is the chatter starting under load.
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