kluber Grease

Uh-huh. What is a slave bearing? I have heard of a slave cylinder and a throwout bearing, but I have never heard of a slave bearing. Are you guys joshing a noob?

 

Slave cylinder + throwout bearing = Ferrari "slave bearing".

This old thing.....
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You know what..........................?

I think it would be cheap insurance to just change the triple seal during each full engine out major. They are silly cheap, and the entire clutch housing comes off in one piece (clutch, flywheel and all) giving you access to the output shaft and triple seals. For changing the triple seals ONLY during the major I think it could be done in 30-45 minutes, especially since the engine is already out of the car anyway. It could possibly save you the headache of having to repack the flywheel, or worse get a new one (BIG MONEY) if the gearbox oil gets into the flywheel, contaminates the grease, then cooks the insides. So for an extra 45 minutes or so and a few dollars for the triple seals, I think it would be good preventative maintenance.

 

Thats what I would Ernie.

Preventative maintenance.

 

I totally agree! Actually, judging by my (unusual) higher mileage car, I will stick my neck out and state that every other major should be sufficient. If mine had been done at 60k, my flywheel would probably still be fine. But certainly no less than that to avoid all the drama. (After I do my first seal service - *soon*, I may well rescind that statement and go along with the every major position. I mean, if it turns out to be as easy as RebelBanker makes it look, why not?)

That said, and despite my new knowledge vis-a-vis slave bearings, (thanks Pap!) I still don't see what the clutch servo (slave cylinder/bearing) has to do with the triple seals or the flywheel grease. CMIIAW, but the slave bearing is outside the outer shaft. The triple seals are between the outer shaft and the inner shaft. So worn triple seals would not result in brake fluid contamination. Its got to be gear box oil from the transaxle. No?

Regards to the 348 B'hood from the Mondial T auxiliary,

Randy

 

+348 PAP!!

 

I see were you might think we are "noobing", but we aint mate On the 348/355 the two are joined together as Pap pointed out. I agree that on conventional cars there is two separate units. But the Ferrari has only one. do you see the centure of the bearing that Pap posted? With the blue seals? That is filled with break fluid mate, taken from the break reservoir.
And Ernie is quite correct that man speaks sense

 

O yeah, I get it about the slave bearing. That is an interesting design! However rivee stated that leaky triple seals would be leaking brake fluid. But the triple seals are not sealing the slave bearing - right? The triple seals keep gear oil out of the clutch/flywheel area. Correct?

 

Rivee must have slipped up there. Yes, you are correct mate. Triple seals DO keep gearbox oil out of the clutch area.

 

Thanks PAP!

Not that I am not grateful to rivee for posting. If he hadn't done that, I still wouldn't know about the slave bearing.

 

No problemo!
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Nothing new there then

 

The large o-ring that seals the 2 halves of the flywheel & actually keeps the grease in the flywheel appears to be worn, I looed @ the parts manual & it doesnt appear to be listed separately from the flywwheel. Has anyone replaced one? If so was it oem or aftermarket?

 

Which brings up the point that i was stating above. Its probably not in the parts book because dealers dont split the flywheel assembly when re greasing. I get mine from an alternative source other than Ferrari for the seals.

 

I have seen various placements of the short springs vs. the long springs. Can anyone claim to have the authoritative information? In the picture sequence his are all long springs, so no help there.

Also, I replaced my triple seals, only 3,000 miles later they are all shrunk down, don't seal, and my grease is already contaminated. Anybody got an idea what to do about that?

If I don't hear something better, I am going to wrap a bit of teflon pipe tape around the shaft before I put on a new set of triple seals. I figure that would make the seals "bigger" and maybe they would actually seal... (?)

Also I am going to shim my plastic plates a small amount as my flywheel, while better, was still noisy. I noticed that the plastic plates looked a bit "melty", (probably from being run "dry" by the PO), so maybe they were melted to an undersized dimension, and therefor not properly loading the springs. Also, somewhere I saw a pictorial that showed the little square metal plates with their chamfers aligned with the circumference instead of what I think is the correct orientation: aligned with the radiuses. (radii?) Can anyone confirm?

 

I doubt that the grease is supposed to melt. In fact I think that the problem with Kluber is that it does melt, not every time, but sometimes. That is when you have hard starting, since once the grease melts, it will settle severely out of balance when you turn the engine off. If it cools down before you restart, it will be nasty until it has a chance to be spun back into balance.

I am looking into replacements for Kluber that have better high temperature characteristics, more reasonable price, and/or better resistance to contamination by the ever-migrating gear box oil. I say "ever migrating" because the triple seals are a miserable joke. Less than 3000 miles after replacing my triple seals and grease, the brand new Kluber was already contaminated again. Not badly, not yet, but it was sure easy to see why the nasty process had begun anew: the triple seals were not even close to sealing anymore.

So, I am going to "expand" my next set of triple seals with a bit of teflon tape, wrapped clockwise around the shaft, and temporarily secured with crazy glue. Then I am trying to find a more stable high-temperature grease that is less likely to liquefy. I think that is when the Kluber gets contaminated - while it's liquid. There are a lot of candidates out there. I found some stuff made in St. Charles, Mo. that is safe for nuclear reactors!

More to follow...

 

Interesting: Kluber's site has no reference to "GLK 1301". Does anybody have technical data on that, or, is that even what is still sold for the flywheel. Daniel?

 

I found Kluber North America's phone number in New Hampshire. I am going to call them tomorrow and discover what I can.

 

I was just reviewing your pictures. Nice shots, and thanks for providing them. But I gotta tell you that you reassembled the damper differently than it was when you disassembled it. Call me some time if you are curious, and I will explain. 510-710-3344

Randy

 

From what I understand, the triple seals are for the gear oil, not the brake fluid.

 

Yep.