Re: mpeg of my tranny noise

Posted by cgrey8 from sdn-ap-012scfairP0303.dialsprint.net (63.189.177.49) on Monday, November 29, 2004 at 1:16AM :

In Reply to: mpeg of my tranny noise posted by Malcolm [Boardmaster] on Sunday, November 28, 2004 at 9:01PM :

Registered Ranger

I downloaded the audio 1st, and then the video. The video didn't really show much.

The noise I heard in there's way louder and more pronounced than what my truck does however the frequency and pattern of the clanks are similar. Whatever's clunking around in there, it's sure not easy to ignore. The engine sounded really nice. Once you get all this straightened out, I'm really anxious to see what it dynos at (power-to-ground).

The one thing that still pushes me to the pilot bearing even now is that this only happens when you let off on the clutch right? When the clutch is engaged, in neutral or in gear, the input and cluch disk are held tight by the pressure plate thus they won't be able to move around much. This would mean that when the clutch is let out, the clutch and potentially unsupported input are free to float and rotate wherever meaning they could by flying all over within the contraints of the input bearing and the pressure plate. When the clutch is re-engaged, the plate will be in some fixed (non-centered) position to potentially cause a different type of vibration and sound.

If things were really loose in there and there ends up being no pilot installed, you could be hearing the tip of the input or the clutch itself slapping around.

Here's something else to try, does the sound change any between when the clutch is pushed and it's in gear or neutral? If it's in neutral, this would allow the input shaft to rotate and possibly give you more noise and vibration once the clutch plate and input got up to speed. There's usually enough friction to spin the input and clutch disk when there's no load (i.e. in neutral).

If you hear/feel audible difference between the tranny in and out of gear with the clutch pressed, then let the input/clutch build up some speed, then easily push the stick to a gear and let off (not enough to go into gear, but enough to ride the syncrho slightly then release pressure). Can you hear the clunking "slow down" and "speed up" as you apply pressure and remove? If the answer is yes, I'd pull the tranny to disprove the pilot bearing theory.

Once the tranny's out and all is clear, crank the engine just to make sure it's nothing with the engine. You are more than sure it's the tranny or some part with it but it's worth the piece of mind...

If you decide to tear it down, give me an idea as to how difficult the upper bell bolts are to get to. I learned a trick with my V6 to get to the top bolts without pulling the fender wells. Pull the tranny's crossmember out and let the tranny hang. The tranny weight deflects the rubber motor mounts enough to angle the engine so I can get right on the upper 2 bolts with a few 1/2" extensions. That's with a tranny that has the bell made onto it. Maybe it's way easier to get to those bolts with a tranny that unbolts from the bell, I don't know. If not, with your L&L motor mount pictures, I don't remember there being any rubber between the engine crossmember and engine to take advantage of that trick.

I'm planning on using those same mounts and I was curious as to if those bolts are a problem or if I should reconsider using the factory rubber mounts...That's the only reason I ask about the bolt accessibility.

Chris

Automated Logic Follow Ups: Re: mpeg of my tranny noise - Malcolm 3:07AM 11/29/2004 (1) Re: mpeg of my tranny noise - cgrey8 10:20AM 11/29/2004 (0) Post a Followup Name: E-Mail: ( default ) Subject: Message: : I downloaded the audio 1st, and then the video. The video didn't really show much. : The noise I heard in there's way louder and more pronounced than what my truck does however the frequency and pattern of the clanks are similar. Whatever's clunking around in there, it's sure not easy to ignore. The engine sounded really nice. Once you get all this straightened out, I'm really anxious to see what it dynos at (power-to-ground). : The one thing that still pushes me to the pilot bearing even now is that this only happens when you let off on the clutch right? When the clutch is engaged, in neutral or in gear, the input and cluch disk are held tight by the pressure plate thus they won't be able to move around much. This would mean that when the clutch is let out, the clutch and potentially unsupported input are free to float and rotate wherever meaning they could by flying all over within the contraints of the input bearing and the pressure plate. When the clutch is re-engaged, the plate will be in some fixed (non-centered) position to potentially cause a different type of vibration and sound. : If things were really loose in there and there ends up being no pilot installed, you could be hearing the tip of the input or the clutch itself slapping around. : Here's something else to try, does the sound change any between when the clutch is pushed and it's in gear or neutral? If it's in neutral, this would allow the input shaft to rotate and possibly give you more noise and vibration once the clutch plate and input got up to speed. There's usually enough friction to spin the input and clutch disk when there's no load (i.e. in neutral). : If you hear/feel audible difference between the tranny in and out of gear with the clutch pressed, then let the input/clutch build up some speed, then easily push the stick to a gear and let off (not enough to go into gear, but enough to ride the syncrho slightly then release pressure). Can you hear the clunking "slow down" and "speed up" as you apply pressure and remove? If the answer is yes, I'd pull the tranny to disprove the pilot bearing theory. : Once the tranny's out and all is clear, crank the engine just to make sure it's nothing with the engine. You are more than sure it's the tranny or some part with it but it's worth the piece of mind... : If you decide to tear it down, give me an idea as to how difficult the upper bell bolts are to get to. I learned a trick with my V6 to get to the top bolts without pulling the fender wells. Pull the tranny's crossmember out and let the tranny hang. The tranny weight deflects the rubber motor mounts enough to angle the engine so I can get right on the upper 2 bolts with a few 1/2" extensions. That's with a tranny that has the bell made onto it. Maybe it's way easier to get to those bolts with a tranny that unbolts from the bell, I don't know. If not, with your L&L motor mount pictures, I don't remember there being any rubber between the engine crossmember and engine to take advantage of that trick. : I'm planning on using those same mounts and I was curious as to if those bolts are a problem or if I should reconsider using the factory rubber mounts...That's the only reason I ask about the bolt accessibility. : Chris Optional Link ( default ) URL: Title: Optional Image Link ( default ) URL: