Good spotting, are these adjustable for height do you know?

fully back off the adjustment at the firewall the clutch pedal goes to the floor and seems have no effect - ie Can't shift with motor running and it feels softer than it should.

If I fully tighten up the adjusting nut the clutch pedal has very little movement but still seems to have no effect. what movement there is feels soft.

Can anyone tell me what the symptoms are of a thrust bearing carrier too long, and a thrust bearing carrier too short?




Above is cable to loose and then to tight, it needs to be set somewhere in the middle

It still seam very odd to me, I cant work out why it would work as you have decribed your set up has not changed (apart from a new clutch) from the 4 speed set up that was working fine...........so the new parts are the new clutch, do think it possible that this is doggie.....otherwise its adjustment in the cable. Grab the cable at the fire wall and pull it hard, you should be able to pull some out from the fire wall, what does this do to the pedle....it the pedals on the floor then its to slack and needs to be adjusted tighter. I think fitting the short carrier is going make it worse and therefor an even alacker pedal...

Hmmmm, somethings not correct here. I,ve had this problem befor....I bent the 5 speed fork and got the clutch to work after that....in hindsight if I had fitted a 4 speed fork it prob would have worked fine.

So to refresh me here, your clutch worked fine with the 4 speed and now its not with 5 speed?? and you have fitted the a12 and 4 speed stuff to the 5 speed, ie a12 flywheel, clutch, carrier, thrust berring and fork...but now it wont work......????

What fork are you using? this is the part that comes out of the bellhousing and conects to the clutch cable....its the four speed one you should be using, compare it to the 5 speed one, see if its differant...

Just play with the adjustment on the fire wall, and you should get a pedal...

The good thing about it also is that the more h/p you have to start with the greater the gain after weight loss.

Lets say you fit a super charger to the a15 and its got 180 flywheel h/p and 125rwhp

1000/700=1.428x180= 257.1 h/p per ton

and after weight loss

1000/634.5=1.576x180= 283.68


283.68- 257.1 = 26.58 flywheel h/p per ton


Wow thats double the from the first example....

Yep, lots of ways to remove weight off an alredy very light car as it is....

Good point sikyne.

So a 634.5kg, 55 rw h/p 1200 compaired to 700kg, 61 rw h/p 1200 is going to be better performing car in lots of ways.

Been wanting to do this for a wile and unfamillias question about seat weights got me thinking...

So time to blow out a fue cobwebs and put some of my schooling to real life.

What I wanted to do was to try and relate weight loss to h/p gain atw.......ie fit fi glass bonet=xxx amount of h/p gain.

As we all know weight loss wont incress h/p atw, but I wont to try and relate weight loss to an incress in h/p somehow.

For example, you could add extractors a webber carb and get a gain of 5 hp atw, or for the same gain you could remove seats and heater and get the same relation in gain, hope this make sence.


So here goes,

Datsun 1200 700kg
a15 engine 90h/p (55 h/p atw)

1000/700=1.428x90= 128.57 h/p per ton.


Aply weight loss

remove back seat -20kg
remove carpet -10kg
remove passenger seat -12kg
fit race seat -6kg
remove heater -3.5kg
fit fi glass bonett -6kg
fit fi glass bumpers -8kg

Total weight loss -65.5kg

Datsun 1200 700-65.5= 634.5kg

1000/634.5=1.576x90= 141.84 h/p per ton

141.84 - 128.57 = a h/p gain of 13.27 per ton.


This is where I got stuck, but here goes, pull me up if i,m wrong.

If I have an extra 13.27 fly wheel h/p per ton after weight loss,

then
13.27/ 1.576= 8.42h/p per 634.5kg,

or the same as adding 8.42 flywheel h/p to a 700kg datsun 1200....

Anyone following this, i,m lost.

So from this you could say that a loss of 65.5kg = 8.42 gain in flywheel h/p or about 6 or so h/p atw wheels.


Thats it from me as I think I have smoke coming out my ears now.