2008 gt500 clutch problem - Ford Mustang Forums : Corral.net Mustang Forum
 
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post #1 of 9 Old 05-03-2014, 04:20 PM Thread Starter
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2008 gt500 clutch problem

I just bought a 08 gt500 and the clutch pedal is very hard to push down compared to my 06 saleen or 93 lx. Any ideas to what the cause could be? Once the pedal is released it runs and holds fine. Has a little noise when the pedal is pushed in. Thanks for any help

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post #2 of 9 Old 05-04-2014, 09:12 AM
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thorough visual inspection is what is needed.

Put it on jackstands and start working.

report back what you find


89 GT gr-40, KB2200(10psi), tweecer R/T,LC-1, 22gal cell, w/tailpipes.
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post #3 of 9 Old 05-04-2014, 11:01 PM Thread Starter
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Everything looks fine from what we can tell. Bearing makes some noise with clutch pedal pushed in. No slippage but chatters sometimes in 1st and rev.
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post #4 of 9 Old 05-05-2014, 12:21 AM
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its probably not a stock clutch?

89 GT gr-40, KB2200(10psi), tweecer R/T,LC-1, 22gal cell, w/tailpipes.
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post #5 of 9 Old 05-05-2014, 08:14 AM
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Originally Posted by indy2000 View Post
its probably not a stock clutch?
This is a good chance. Some went the after market route, I didn't. My 08 500 clutch sucks even after the factory warranty replacement. The throw out bearing in noise also.
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post #6 of 9 Old 05-05-2014, 08:24 AM
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why does it suck?

89 GT gr-40, KB2200(10psi), tweecer R/T,LC-1, 22gal cell, w/tailpipes.
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post #7 of 9 Old 05-05-2014, 06:28 PM Thread Starter
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Trying to get a hold of the pervious owner to see what was done or not done.
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post #8 of 9 Old 05-05-2014, 08:34 PM
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Ford had tsb for cliutch problems. Read over this bulletin as it will give normal characteristics of twin disc clutch.

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TSB
10-3-8 SHELBY GT500 - CLUTCH DRAG

Publication Date: February 12, 2010

FORD: 2007-2009 Mustang


This article supersedes TSB 09-19-11 to remove the production fix date, update the Service Procedure and Part List.

ISSUE:
Some 2007-2009 Mustang Shelby GT500 vehicles may exhibit the following clutch/transmission symptoms: hard to disengage or engage 1st and reverse, hard to shift all gears, vehicle creeps with transmission in gear and clutch pedal fully depressed without brake pedal application. These symptoms may be caused by the clutch not disengaging fully when the clutch pedal is fully depressed. This may be due to flywheel distortion caused by excessive heat build-up during unique traffic conditions (example: severe stop/go urban driving, excessive clutch slipping). The clutch system is designed for performance driving conditions.

ACTION:
Follow the Service Procedure steps to correct the condition.

SERVICE PROCEDURE

Located at the end of the procedure are Figures 1, 2 and 3 which show the typical appearance of a flywheel and clutch that has been damaged due to overheating of the clutch. Figures 4, 5 and 6 show the typical appearance of a good flywheel and clutch.

This procedure does not apply to or correct the normal characteristics of the twin-disc cera-metallic clutch used in the Shelby GT500 vehicle or normal wear. The twin disc cera-metallic clutch incorporates racing technology to combine a low inertia assembly with a very durable friction material with high torque capability. Depending on your driving technique, the smoothness of how the clutch reacts to clutch engagements may be different from other vehicles that use a single disc clutch system. Also refer to pages 8 and 9 of the GT500 Owner Guide Supplement for additional information.

Normal Operating Characteristics Of The Twin Disc Cera-metallic Clutch

Clutch chatter/shudder when engaging the clutch.
Narrow or abrupt engagement point.
Hiss upon clutch engagement or disengagement.
Transmission gear rollover noise at idle.
Gear rattle noise at very low speeds when in 1st or 2nd gear.
Normal wear.
Diagnosis And Service Procedure Update

Based on engineering analysis of all of the returned transmission components replaced when performing the prior TSBs, it has been determined that the synchronizer assemblies and transmission input shafts do not exhibit any abnormal wear that would require transmission component replacements.

A diagnostic procedure has been developed to confirm that the transmission synchronizers are operating properly and prevent any unnecessary transmission repairs.

Transmission Synchronizer Diagnosis Procedure

The following procedure is to be used to determine if the synchronizer assemblies in the transmission may have been damaged by attempting to operate the vehicle with a dragging clutch.

Set parking brake.
Transmission in neutral.
Start engine and allow it to idle.
Clutch engaged - pedal fully released.
Attempt to shift transmission into first gear by firmly pushing shift lever approximately 5-10 lb-ft (22-45 N-m) force for 2-3 seconds.
If the synchronizers are okay, the transmission will not make any clash or grinding noise. You will not be able to move the gearshift lever into the selected gear (the synchronizer will block out gear engagement) and the engine RPM will decrease slightly.
Repeat the synchronizer test (Step 5 and 6) on all of the other forward gears.
If the transmission passes the synchronizer test, the transmission will not require additional service; proceed with clutch/flywheel replacement only. Refer to Clutch Replacement procedure.
If clash/grinding noise is found when performing the synchronizer diagnostic, the transmission will need to be repaired along with the replacement of the clutch. Refer to Transmission Repair procedure.

Clutch Replacement

Remove the transmission per 2010 Workshop Manual (WSM), Section 308-03C.
Remove and replace flywheel per 2010 WSM, Section 303-01C. Discard old bolts and use new bolts.
Install new pilot bearing per 2010 WSM, Section 308-01.
Install new clutch disc and plate assembly per 2010 WSM, Section 308-01. Using new bolts.
Apply a small amount of Motorcraft® PTFE Lubricant to the clutch hub splines per 2010 WSM, Section 308-01.
Install new clutch slave cylinder and hydraulic line per 2010 WSM, Section 308-02.
Install the transmission per 2010 WSM, Section 308-03C.
Refer to Powertrain Control Module (PCM) Reprogramming.
Transmission Repair

Remove, drain, disassemble and clean the transmission per 2010 WSM, Section 308-03C.
Remove and replace input shaft and all synchronizer assemblies per 2010 WSM, Section 308-03C.
Assemble the transmission per 2010 WSM, Section 308-03C.
Install the transmission per 2010 WSM, Section 308-03C.
Refer to PCM Reprogramming.
PCM Reprogramming

The PCM must be reprogrammed after the clutch is replaced. Reprogram the PCM to the latest calibration using IDS release 65.07 and higher. This new calibration is not included in the VCM 2010.1 DVD. Calibration files may also be obtained at Buy Motorcraft Parts Online | Official Motorcraft Auto Parts Site | FordParts.com.

PART NUMBER PART NAME
AR3Z-6375-A Flywheel
AR3Z-7B546-A Clutch
7R3Z-7C391-B Transmission Kit
XG-8 Motorcraft® PTFE Lubricant
XT-5-QM Motorcraft® MERCON® V Automatic Transmission Fluid
PM-1-C Motorcraft® High Performance DOT 3 Motor Vehicle Brake Fluid
XG-1-C Motorcraft® Premium Long-Life Grease
TA-30 Motorcraft® Silicone Gasket and Sealant
TA-25 Motorcraft® Threadlock and Sealer
F6ZZ-7600-A Pilot Bearing
1R3Z-7052-AA Transmission Input Shaft Oil Seal
AR3Z-7A508-A Clutch Slave Cylinder
AR3Z-7A512-A Clutch Slave Tube
N808969-S100 Clutch Bolt (6 required)
F6ZZ-6379-AA Flywheel Bolt (8 required)



WARRANTY STATUS:
Eligible Under Provisions Of New Vehicle Limited Warranty Coverage
IMPORTANT: Warranty coverage limits/policies are not altered by a TSB. Warranty coverage limits are determined by the identified causal part.

OPERATION DESCRIPTION TIME
100308A 2007-2009 Mustang GT500: Replace The Clutch Disc And Plate Assembly; Pilot Bearing, Slave Cylinder And Flywheel. Includes Time To Remove And Install Transmission, Perform The Synchronizer Diagnosis, And Reprogram The PCM (Do Not Use With Any Other Labor Operations) 4.2 Hrs.
100308B 2007-2009 Mustang GT500: Replace The Input Shaft; Synchronizer Assemblies, Clutch Disc And Plate Assembly; Pilot Bearing, Slave Cylinder And Flywheel. Includes Time To Remove And Install Transmission, Perform The Synchronizer Diagnosis, And Reprogram The PCM (Do Not Use With Any Other Labor Operations) 7.7 Hrs

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post #9 of 9 Old 05-07-2014, 08:03 PM Thread Starter
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We'll talked to pervious owner today. He had a spec p-trim clutch put in about 2 months ago. Explains the heavy clutch pedal way more clutch than a stock car needs. Good to 1400 lbs torque.
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