M50 Clutch help

[scottinAZ]

I have what feels like a slightly slipping clutch in my M50 swap car. Setup is this: M50 fly and clutch, 325i shallow bellhousing G260, stock T/O bearing and pilot.

What I need to know is if I screwed myself with the I trans, and need either the late E deep bellhousing G260, or a single mass fly to match the trans I have.

Does anyone have a bellhousing depth on a G240 or G250 handy?? I need to know if I am running out of release travel on the clutch and am actually keeping it partially engaged when driving. I dont have any unusual noises when driving, but do have the dreaded Getrag Rattle when in neutral with the clutch out.

[scottinAZ]

I seem to have answered my own question here.

I pulled the slave cylinder out, and the shift fork is hard up against the back of the bellhousing. Seems the stack height of the clutch is too much for the shallow bellhousing to handle. Now need to source either a different trans (without rattle and leaks) or get a single mass clutch setup. Will most likely go for the new trans, its cheaper and faster to do, and on a DD I dont care about lightened flywheel

[Wanganstyle]

ner?

I have driven a S52 complete clutch setup with dual mass s52 flywheel in a E30 late model 325i touring M20+G260. thin single mass i transmission, m20 single mass thin clutch was removed. G260 throwout bearing kept in transmission, pilot bearing of m20 kept in m20, un touched. Late model 325i touring, m20b25 with shallow bell housing and single mass fly OEM (changed to s52 usa complete dual mass+clutch set for higher power clutch+dual mass fly to save transmission from shock)

s52 dual mass installed PNP into the g260+m20 and was perfectly happy.

I drove this through third world country traffic- and on freeway battle.
there was no sticky clutch at all.

which TOB are you using?

many e36 guys use M20 thin 'i' flyhweels with e36 transmissions; items are direct interchange-

I just removed the dual mass setup in my 1987 ETA M20+g260 and installed a 1991 "i" clutch setup and flywheel (also g260). did not change transmissions!!!!! original G260 in my 04/87 build eta was a thin bell housing and had a dual mass inside from the factory.

[scottinAZ]

I am running the standard G260 throwout bearing (same for all transmissions according to Realoem)

I say the bellhousing is too shallow because the Eta (supposedly) came with a 6 7/8 deep housing vice 6 1/2 for a reason.

It did not start out with a problem, it was fine when first installed. Now as the clutch has worn (used clutch to begin with), and the fingers on the pressure plate have risen to compensate, there is not enough room in the bellhousing for the fork to fully retract. when I pulled the slave it was RIGHT THERE, with no play available either forwards toward the pressure plate (touching I assume) or backwards toward the slave hole. I would assume that a fresh disk would have plenty of room in the housing, at least until it started to wear out, and then, acting like a worn out clutch, would be replaced without another thought.

Symptoms I am getting are that it grabs fine, but apply power suddenly, and the RPMs waver and then speed catches up, like a lightly slipping clutch (which it would be if the pressure plate cannot fully engage). its still driveable, but I want to fix the damn thing before it totally shits the clutch.

I plan on replacing the clutch as well, but to be honest, the dual mass doesnt bother me, and I dont feel like tracking down a competent machine shop that is willing to shave the back of a single mass flywheel (bfe doesnt have any for me, nearest is almost 80 miles one way) when I have a perfectly good flywheel already, and a trans that has pretty bad getrag rattle, and a leaking output shaft seal with a chipped housing. Prudence would dictate that I replace the trans anyways, so why not keep the parts I already have.....

[iceman]

Just writing to confirm this. I am having the same problem with my stock m50 clutch slipping.