Type 5 with a hydraulic concentric clutch cylinder

MikeyBikey · Post by **MikeyBikey** » Fri Nov 01, 2019 6:13 pm

I've just fitted an omega box and engine, but removed the dual mass flywheel and replaced with solid red top stuff and made up the difference in height with an old school release bearing and its great. Very smooth

stevmale · Post by **stevmale** » Fri Nov 01, 2019 6:19 pm

Perhaps I should explain, I am looking to keep my coupes hydraulic pedal system and I have had a spare type 5 for many years from a previous scimi.
The coupes's original gearbox stiffens up if you attempt a bit of sprinting , but is perfectly ok as a run around.

Post by **scimjim** » Fri Nov 01, 2019 7:13 pm

stevmale wrote: ↑
Fri Nov 01, 2019 5:32 pm

scimjim wrote: ↑
Fri Nov 01, 2019 5:21 pm
I think I found 3 or 4 different bearing housings for the type 5!
Do they all have the same bolt pcd and diameter configuration.

Yes they do - just different length release bearing surfaces.

stevmale · Post by **stevmale** » Fri Nov 01, 2019 7:30 pm

: Bearing covers.jpg (137.48 KiB) Viewed 461 times

Just compared the 3 types I have and they appear the same PCD.
Just need to test one on a type 9

Post by **scimjim** » Fri Nov 01, 2019 7:45 pm

Highly unlikely an imperial type 5 will match up to a metric type 9 without mods.

stevmale · Post by **stevmale** » Fri Nov 01, 2019 7:53 pm

scimjim wrote: ↑
Fri Nov 01, 2019 7:45 pm
Highly unlikely an imperial type 5 will match up to a metric type 9 without mods.

Just need to find out by how much !

stevmale · Post by **stevmale** » Fri Nov 01, 2019 9:49 pm

Any body got a Type 9 dimensional drawing

Post by **scimjim** » Fri Nov 01, 2019 10:46 pm

Here but I’m afraid photobucket have ruined them. I’ll see if I can upload the originals this weekend.

MikeyBikey · Post by **MikeyBikey** » Sat Nov 02, 2019 7:38 am

steve, as a left field, I had a four speed non overdrive type 5 and 5 speed type 9 . I used both on my sprinting / roadgoing Essex, almost swapping at will, but both use the same clutch cable system. it worked very well and was easy on the leg.

Ive now done a complete omega engine box swap hence the experience with the concentric

stevmale · Post by **stevmale** » Sat Nov 02, 2019 8:16 am

I do have a cable pedal box out of a 5 and the fork etc.
But I thought the coupe & 5 pedal arrangement were not interchangeable.
These are the parts I have plus another type 5 in bits & a 2 rod with overdrive on it.
plus the original box in the coupe

: Gearbox swap parts.jpg (150.74 KiB) Viewed 367 times

MikeyBikey · Post by **MikeyBikey** » Sat Nov 02, 2019 9:40 pm

I converted the type 5 from short input shaft / coupe bellhousing to long input shaft, 5a bellhousing. This then matched the type 9 and so i had long input on both boxes and they literally replaced eachother at will. Kept the same pedal box, clutch cable, prop, etc etc

Post by **David Tew** » Mon Nov 04, 2019 11:50 am

Ford input shafts are pretty standard at 1" x 23, therefore an alternative to using a concentric release bearing is to use your exisiting Coupe bellhousing and make an adaptor plate to fit the type 5 or type 9. That way you can keep the Coupe pedals and exisiting hydraulic mechanism. You'll need to ensure that you have the long input shaft to do this. I have done exactly that with a BW T5 and was going to fit a Type 9 the same way until I found the T5 at a reasonable (

!) price. You'll probably need to shorten the propshaft whatever path you take.

: fP9H2QbACzPpfIGY.jpg (124.19 KiB) Viewed 287 times

Out of interest, I spoke to Iain Daniels at Prescott last year about concentric slave cylinders when Lemon Slice dumped the fluid as Garry Cox let the clutch out - the end of Garry's day as it's a gearbox-out job to replace the seals. Iain said he would avoid concentric cylinders if possible as, with an external cylinder, Garry's car would have been an easy fix.
(Just to compound Garry's frustration, Terry had already made one run in the car without a problem!).