So if a Alfa specialist shop quotes $150 I should ignore them and the experience they have with Alfa flywheels and have a less than perfect turn elsewhere?? (sarcasm-don't take it to heart Tifosi).$18 at the local auto machine shop.
In and out the same day too.
SPEC has new aluminum ones for $600. I was talking about turning, not lightening them, just like you do for your rotors when you put new brakes on, except this is a new clutch, not a brake pad...I bet you know this but I will say it anyways.
how much is you legs worth?
I would say buy a new aluminum(very light) or a new steel one.
the stock can be reduced a tiny bit, but it seems that it is just not worth the risk.
Thay have exploded too many times when lightened to risk it in my book.
It's a brand new pressure plate, no reason to have them do the surface on it as well.OK just a resurface then. yea just about any where then. they just need to remove the same amount on both surfaces. should be cheap. I have had them only do the clutch surface (bad). And you will get a slipping clutch after a short while.
so tell them to do both. they should know this but I have seen this happen many times where they do not do it.
No worriessarcasm-don't take it to heart Tifosi
I've not even owned my Alfa for a year yet, so no, I don't know alot of the resources out there for it, it takes time to find people who can and will work on them. As far as the flywheel goes: $25 to turn, charged $5 a pin (3 pins) to remove before turning and then reinstall. $40 total. Drivetrain Specialist, 4548 Pinnacle Road, Cincinnati, OH 45246. These people I do have years of experience with, they did my rear end in my 1969 Impala with a 454, changed the 4.1:1 posi over to a Powertrax 4.56:1 unit, also have done my fathers work vans, everything from trans to rear end, driveshafts and u-joints. The other place that quoted me $150 I won't mention.What you were asking about was someone you just stumbled across without any personal reference or past experience with
That is the jist of this post along with the rebuilding of transmission post I made ($150 for labor for a transmission rebuild)...Just because we own an Italian Sports car does not mean we should expect to pay premium prices for repairs or parts.Me thinks I should have shopped around some more...
That is what is not making sense...If you replace your pressure plate, you're going to have additional material from that which was worn from the old. If you replace both plate and flywheel then those tolerances get even closer to each other. How would you turn one or the other with the factory specs not being out so far from one another?? Considering my clutch in the 90 spider is self adjusting, I'm not so sure how any of this actually applies...someone please correct my understanding of this...22.5mm +/- .2mm
.88" +/- .01"
And yet, if I bought, and I have, a new pressure plate and clutch, the distance will be closer to a new flywheel, if it is a turned old flywheel than that distance will be more than likely greater than the +/- .5mm specs you provided. If someone used a new clutch, but old pressure plate and flywheel and had those turned (and many people do) than that distance gets even more dramatically farther apart (flywheel to pressure plate disc). As far as I've seen, there are no shims to place anywhere to make up for a used rebuild and yet those rebuilds still work-everyday...I'm still confused, do you have a flow chart or cliff notes I could follow??? (kidding-humor is better than anything else, right?).The specs above are for the distance from the flywheel clutch friction surface to the upper edge of the flywheel where the pressure plate pins are.
If the pressure plate is replaced with the clutch change, (I myself wouldn't do it any other way), then the distance between the pressure plate friction surface and the flywheel friction surface would be within tolerance regardless as the flywheel would have been machined to spec and the new pressure plate would have been manufactured to its spec.
Realisitaclly, it's dealing more with spring pressure on the clutch plate rather than distance, as the distance determines the spring pressure
The only thing 'self adjusting' on your clutch is that the slave cylinder only retracts as far as the clutch fork pushes it back, and the resevoir compensates by ensuring there is more fluid volume than the system requires.