Practically Classics Forum

Luxobarge wrote:

jpsh120 wrote:No, only when you depress the pedal does the noise go away.

Sounds like clutch release bearing to me, might be nothing much wrong with the gearbox at all?

I'd say it's exactly the opposite, if the noise increased when you depressed the clutch pedal it would be the release bearing, as that's when it's under load, if the noise disappears with your foot on the clutch, then it will be first motion or laygear bearings, as they stop moving when the clutch is depressed, hence the noise goes.

Check the gearbox oil level and type.

Thanks guys for the thoughts. We (father really) is also suspecting lay gear. All the clutch components were renewed when the car went back on the road and have obviously done very little mileage since.

Have tried a few companies now and been turned down by all of them. They don't seem to want the hassle of finding parts for a gearbox of this vintage. And they call themselves specialists?

If it's just bearings then you should be able to get those from the numbers stamped on them or by measuring them and matching them up. Most bearings are available new.

True, and most bearings and quite a few lip seals are generic so will probably appear in someone else's 'boxes.
Ford, for example, donated most of the parts that went into these very rare Reliant "long" boxes from Rebel 750s, the only car to use this exact device! You would be unlikely to find a bespoke gearbox in any modern car that was only built in quantities in the low hundreds:



I was sufficiently single at that time to get away with using the kitchen for these tasks, old pal and fellow Kitten Reg bloke Mr P flew over from Dublin to do the donkey work on that one with me. I say "with", I cut some fresh gaskets out for the gearbox guru in the images to use when he reassembled the box later that morning. About 3am I believe it was when we'd finished. He did the hard, physical stuff that involved lifting and swearing. Shame you're so far away or I'd ask him whether he'd quote to build yours for you. And no, it didn't start that clean..

PS: I've seen new clutch carbon thrust pads that had become detached from their carriers as a result of poor storage in damp conditions, they go quiet when you depress the pedal since they're then held still by the clutch and the release fork. It takes no great time to check it once the box is out, though Harvey does as ever make a very good point whereas I tend to eliminate the cheapest jobs first!

I've asked around a few old contacts as regards this. From what I've been told by them, parts are difficult to come by.

Back when these were new, and I worked on them, the gearboxes used to be pretty reliable. The first sign of problems used to be as I mentioned earlier. Jumping out of second gear. For some reason, this only affected the Holbay engined cars. When it did happen, we would replace other parts as a matter of course. Naturally, as this was "back in the day" things have probably changed.

Regarding the spares difficulty. SKF have new replacement bearings available. A german company (Simrit) have seals. Big problem here is that often, they are not sold to private customers. A possible source of spares may be a Jensen Healey specialist. These had the same gearbox. If all else fails, there is a 5 speed conversion available that uses a Toyota gearbox. Not only is it expensive, but a reasonably well equipped workshop is needed for this route. From what I'm told, the kit is not as complete as it should be...

Hope this helps!

Edit: Almost forgot. Check the pilot bearing in the end of the crank. These should be routinely changed with every clutch swap, and before fitting should have been in a bath of oil for a few weeks, or even new ones will fail quickly. They are also a good sources of noise, as they can wreck bearings.

Thanks guys. Looks like I may have found someone, just waiting for a contact phone number so I can give them a call.

Will report back if necessary!

Flatlander wrote:Check the pilot bearing in the end of the crank. These should be routinely changed with every clutch swap, and before fitting should have been in a bath of oil for a few weeks, or even new ones will fail quickly. They are also a good sources of noise, as they can wreck bearings.

Just an aside but did these cars come with randomly chosen bush/bearing type? I ask because these, and oddly enough the Reliant ohv engines, have in common the weird characteristic of some having rollers and some having Oillite bushes, just in case the o/p is now looking at a roller bearing.
Or were only the less potent versions of the range cursed with such funnyosity?

Anyway, I have a photo of a spigot bush soaking in oil (prior to fitting to one of my Reliants). No, seriously I do, it's so much less dull than the average family album fodder:

The only ones I have ever seen are the bushes....soaking them brings back memories.

We must have the same family album!