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RogerHeinz57 · 28th August 2019, 10:35

I understand the frustration of the OP.
Some cars seem to behave really badly after serious work is carried out on them to improve things.
I have assisted on many occasions completing clutch transplants, and there are plenty of points to note which may have been overlooked.
The diesel version would seldom need clutch change due to slip, it would usually be a hydraulic problem, and 9/10 would be the slave cylinder that had passed on. This usually identified by leakage from the bell housing to engine block. So failure of such item would require box out in any event.
While the box is out, obviously the whole clutch would be replaced to reduce further interventions.
The slave would be removed for the cleaning of the bell housing and to also check the condition of the slide tube. Any doubt on the state of the guide tube would require its replacement, and I think this is probably key to the service operation and life of the the slave cylinder operation. Yes it does apply further cost to the whole exercise, however it should become failsafe for the system. The dual mass flywheel would be measured for freeplay and heat damage/scoring etc. Assuming the components are fit for long service, the components would be re-assembled and fitted back to the vehicle. Prior to connecting the fluid line to the slave, we would evacuate and flush the master cylinder of it's fluid and particles contents. What would come out usually was filthy and in need of replacing. When completed the final connections would be made and a full bleed out would be performed. Re-assembly would be completed ready for road testing.
This is the operations performed on my car (Which had no major issues apart form being quite heavy in operation, and the squawk associated with the original clutches) A combination of LUK and borg & Beck was fitted and is sweet to drive.
So to summarise, Have to hand standard clutch kit, guide sleeve and follow good practice in flushing out the existing fluid, as any debris in the system will most likely cause the slave a problem at some stage.
I for sure absolutely hate performing repeat repairs on the same vehicle, and for that reason do the "Fix right first time" policy is and should be adopted in all affairs.

Hope this may be of some help.

28th August 2019, 10:35	#12
RogerHeinz57 I really should get out more....... A Reasonably Priced Car Join Date: Jan 2014 Location: Burton Latimer Posts: 2,530 Thanks: 408 Thanked 1,064 Times in 712 Posts	I understand the frustration of the OP. Some cars seem to behave really badly after serious work is carried out on them to improve things. I have assisted on many occasions completing clutch transplants, and there are plenty of points to note which may have been overlooked. The diesel version would seldom need clutch change due to slip, it would usually be a hydraulic problem, and 9/10 would be the slave cylinder that had passed on. This usually identified by leakage from the bell housing to engine block. So failure of such item would require box out in any event. While the box is out, obviously the whole clutch would be replaced to reduce further interventions. The slave would be removed for the cleaning of the bell housing and to also check the condition of the slide tube. Any doubt on the state of the guide tube would require its replacement, and I think this is probably key to the service operation and life of the the slave cylinder operation. Yes it does apply further cost to the whole exercise, however it should become failsafe for the system. The dual mass flywheel would be measured for freeplay and heat damage/scoring etc. Assuming the components are fit for long service, the components would be re-assembled and fitted back to the vehicle. Prior to connecting the fluid line to the slave, we would evacuate and flush the master cylinder of it's fluid and particles contents. What would come out usually was filthy and in need of replacing. When completed the final connections would be made and a full bleed out would be performed. Re-assembly would be completed ready for road testing. This is the operations performed on my car (Which had no major issues apart form being quite heavy in operation, and the squawk associated with the original clutches) A combination of LUK and borg & Beck was fitted and is sweet to drive. So to summarise, Have to hand standard clutch kit, guide sleeve and follow good practice in flushing out the existing fluid, as any debris in the system will most likely cause the slave a problem at some stage. I for sure absolutely hate performing repeat repairs on the same vehicle, and for that reason do the "Fix right first time" policy is and should be adopted in all affairs. Hope this may be of some help.