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Hello- > > My only words of advice: do NOT, repeat, do NOT use the nylon line that > > comes with the kits! > I just got done repairing the one on my Dakota 4x4 pickup. It has all > plastic parts, including the cylinders. The cylinders have metal sleeves > on the inside, but that is just held in by o-rings. The line between the > master and slave is just 5/16" plastic tubing. Well, that's great for the Dakota... The problem with the setup that I (and ISP people) discovered is this: as the line ages, it becomes more and more compliant. It doesn't fail; it doesn't burst; it doesn't leak. It just gets "flexible" and swells up under pressure like a rubber brake line. Sounds harmless enough, right? It's harmless until you go to put down the clutch pedal one day, and begin to notice that the tranny isn't disengaging as well as normal (worse when warm, too). The next day, it'll get even worse... you're likely to come to the point where putting the pedal down to the floor and pumping STILL doesn't disengage the clutch. So, you have to drive around clutchless. Now, have this happen on a car with an especially rare Porsche 923 transmission a couple days before several family members coincidentally are all flying into town and require "running around" - you have no time to fix it and need to use it. The result is that you eat up syncros, dog teeth, and sliders in your expensive transmission and need to rebuild it. For those with pocketbooks, the number to note here is well over $1000 (go ahead - call around and see what people will charge), all because you didn't spend $5-10 on metal lines for your hydraulic clutch. You're welcome to use the nylon stuff, but I honestly think you're a fool to do so... metal ones are so cheap, and you stand so much to lose. I'm not alone in my discovery, but I am alone in the amount of monetary loss caused by the problem. Take care, Shad Laws LN Engineering - Aircooled Precision Performance http://www.lnengineering.com > I calculated the pressure on the line at only about 100psi under normal > conditions. This is on an 11" truck clutch. Our clutches should not need > much more than that even on compitition engines. I disagree... it's higher than that for us. The math requires that you know the clutch clamping force, the clutch arm ratio, the slave cylinder diameter, and the pressure plate finger pivoting ratio. I know all the numbers off the top of my head except the last one, so I can't do it for my case. Take care, Shad Laws LN Engineering - Aircooled Precision Performance http://www.lnengineering.com ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ List info at http://www.vwtype3.org/list | mailto:gregm@vwtype3.org