About to Change 355 T/O Bearing

Best suggestion I can offer, having had this done last year... is to get the Hill Engineering braering from Daniel at Ricambi. A little less costly than the OEM part but waayyyy better quality, (build, fit, finish and materials).

If you're going to replace the t/o bearing, it would be unwise and foolish not to use the Hill Engineering part.


JD

 

I'm sitting at the airport on my iPhone (no books handy), but I think on the 1998 you will not need the flange. Nonetheless, we usually send them along (just in case), and if you return it unused, there is no charge. If you keep it, we assume you used it and bill your credit card. If memory serves, we give a ten day grace period - two weekends- for non-shop customers.

Buzz me on Monday and we'll get you hooked up.

 

http://www.ferrarichat.com/forum/showthread.php?t=154232

Here's a thread from my experience. Mine was a bit different being F1, but mechanicals are mostly the same.

 

Did much of that oil leak spray onto the clutch disk? At this point you see how it was fairly easy to get in there, I'd be inclined to wait until it slips - who knows, may be another few years. New clutch disk and pressure plate run about $750 or so.

Be sure to post up step by step instructions, those are always a big help.

 

You won't need the flange. My car is Feb 1997 production and didn't need it, yours is later, so you won't either. You could probably get another 10 or 15k miles out of that clutch disc, so choice is yours, as to whether you should go ahead and replace the disc and pressure plate (another $800 or so). I would go ahead and do it. I am no expert, but there are a bunch of seals and stuff that should also be replaced...and you probably should have the flywheel resurfaced as well.

 

^ But yours might have been retrofit at some point earlier in its life. For a while, Ferrari issued an updated flange+bearing as a kit number. If your bearing had previously failed, that would explain the flange being already "updated".

Just to be on the safe side, I would prefer to send it anyway. There's nothing worse than having the whole thing ready to go back together, then realizing you need something additional.

Heck, in our pool of flanges, I'll bet some have traveled 50,000 miles in the past six months!

 

BTW, good time to examine your cats, and make sure the cores are still secure in the housings, and not crumbling apart. Also, check your bypass Y pipe up above and make sure the heat shields are secure and not rattling or moving...if so, you can tig weld them in place.

 

Sounds like you should go ahead and replace it while you're in there. Mine was slipping with just a bit less meat than yours has, but I also have the F1 and my disk was soaked with oil. If you're not in a rush, you can just send the disk out to Clutchmasters (in CA I believe) for a resurface - that's my plan for my next clutch job.

 

If you have your flywheel resurfaced, make sure that they understand there is supposed to be a slight dish to the surface, that is why the outer edge of the disc is worn more than the inner...it is supposed to ensure smooth engagement. More an issue with the F1 cars, but good to keep the way the factory intended.

 

I just went through this repair a few weeks before. My 355 is a 1995.
If your flywheel and pressure plate are ok (you didnot run into the rivets and from what I understand you did not).....then I would just resurface using emery paper. Your flywheel will last longer if you do not resurface if it is not necessary.
I sanded both and in less than 10 minutes and both surfaces looked like new.
As my pressure plate 'fingers' were all in good shape (lined up properly) I decided to re use the pressure plate however I did replace my disk (from Ricambi).
I also replaced my throw out bearing and flange (from Ricambi) with the Hill's Enginerring Unit as my throw out bearing showed some wear (play).
You also need to replace the 'triple seals' on the main shaft as well as 2 o-rings for the flange.
You must stretch the triple seals to install (and they will shrink later) but DONOT over stretch......I used a plastic sewing thread cone which allowed me to stretch the seals just enough to clear the shaft.
When installing the pressure plate you can line up the pressure plate /clutch disk with a 19mm socket (saves the cost of a special tool).....and tighten the screws only a 1/2 turn at a time till you have the bolts tight (avoids warping the pressure plate) and DONOT OVERTIGHTEN the bolts.

After you install the flange & throw out bearing its time to install break fluid and bleed.
WHAT A PAIN. I tried a vacuum bleeder to suck the fluid back -did'nt work. Next I got an aquarium siphon (2.00) ....shortened the hoses and pumped the brake fluid back through the
bleeder into the system (10 x) ....each time the clutch pedal rose a little.....till you had enough pressure to bleed the clutch in the normal manner.
Next install the clutch cover.....either turn the wheels to align the shaft ....or what I did was just reach in and turn the main shaft a few mm and try to slide the clutch cover on....2 or 3 attempts and it slid home......reinstall exhaust and test car in the drive.....if all ok ....install bumper and your done.

My clutch works great and there are no issues.

But as your in there....I would replace the clutch disc ($300.00) or get it resurfaced. Then your done for another 50k or so.

 

Brett for your info

 

Anyone know the torque specs for a new throw out bearing on a 95 355, manual. I'm using the upgraded Hill Engineered version.