I noticed every 3,000 miles or so, my clutch fluid reservoir would be significantly low. No leaks and wondered where it was going. The clutch works fine. It now appears it's leaking into the power steering, because it has overfilled and leaked out of the cap. I have replaced the o-ring on the reservoir and reset the fluid level, but it still pushes fluid out. I'm assuming it may be the clutch slave cylinder, but curious to see what others think.

 

I just went thru hell when swapping out my clutch master just prior to a full clutch r&r which I just ended up doing twice.

never again will I trust that any pre-existing ( old ) connected/associated parts are fully functional when paired with *new* components. but I had been lucky before and tried to get by with just clutch bits alone.

so for the SECOND TIME in 120 days I R&R'd the slave AND accumulator along with the master and a new 098/764 sachs setup.

so in your case I would agree with you and suspect the slave failing and that is migrating the fluid to the master reservoir.

 

Yes Steve the slave is at fault. If you are good at wrenching you can get the complete set of o-rings and replace them... Explanation from Heidi ;-) : Here's a link for slave overhaul:

 

^ ha JP! I recently watched that entire Heidi YT video. was funny to see her having to remove and re-install the slave at least twice before it worked as it should! - and

UMW Kevin also told me of the o-rings in the slave commonly failing.

I just went through a terribly confounding issue with inconsistent clutch action and I do believe that it was an o-ring from the slave preventing the slave from operating as it should.

until I replaced every single part connected component including the clutch ( again ).

 

Sorry about your clutch problems Mark. Agree, slave seems to be at fault. I've never change the o-rings on a slave but the first one I took out in august 2008 is on my workbench completely dismantle and ready to give it a try.

 

something only an aircraft mechanic should try!

replacing the o-rings in the slave may be as simple and inexpensive a "fix" as replacing the regulator on the alternators lol

good luck with it JP!

 

I received my seal kit, now I'm just considering a plan of attack. When I removed the transaxle, I removed the slave from the transaxle and left it in the car. I wonder if it would be easier to access the lines if I first remove the slave?

 

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I just wanted to follow up and let everyone know that the slave cylinder was my issue. I installed the rebuild kit and no more issue.

 

good for you that you could simply replace the seal(s?) as that was suggested to me by a renowned tuner/tech.

so it occurs to me now after a few months on my full 2nd! clutch replacement owing to slippage - when all I had was a slowly failing slave which I foolishly paired with all new OEM clutch components.

this is the kind of thing that can happen when at the mercy of less than skilled mechanics to diagnose. but, if there is no fluid migration to the frunk or other more common signs of "acute" slave failure. it can be tough to "diagnose".

although I've been very fortunate with replacing parts "as needed" vs replacing every connected component part. my now more learned advice is if you're keeping the Rube Goldberg devised hydraulically assisted clutch? R&R the slave and accumulator also - and even really check the line from the slave for wear.

still enjoying however, the new 098/764 setup with fully functional oem assisted clutch. the "oem assist" never bothered me.

 

Subscribed....I see this in my future.

 

FYI

It's been 6 months with no issues. Since it was stated previously, my accumulator had already been updated/replace.

 

nice to read the updates steve jarvis ( if not my past blatherings! )

but i also report the best clutch action i've had in 15 years after my "new"est clutch and rube goldberg designed associated parts. no sponginess no fluid or weird pedal issues and still a bit grabby ( knock wood )!

 

Curious how a clutch slave issue causes the clutch to fail? I'm under the assumption that a slave failure can only result in harder or inconsistent throwout action? And that the clutch should still engage with full clamping force?

Asking as I currently have a slave issue where I'm getting fluid migration from the rear PS reservoir to the front clutch reservoir. Coincidently, also experience slipping of my Sachs 2.5 clutch, after 30k miles on @ ~600hp.

Could it be that I only have a slave issue? Seal rebuild kit is incoming, but I'm wondering if I should R&R the clutch while I'm at it.

 

it could well be the same issue that i experienced and caused me to replace what might have been a still operable stock sachs clutch. when the sub par mechanic i was forced ( geography ) to use last year to R&R what was first the master, then the clutch and FW both. only to then find the slave was in fact the culprit.

it was UMW Kevin that explained in some detail how ( the seal? ) or whatever actuates the slave can malfunction leading to exact clutch slip symptoms.

imagine my surprise and consternation when being told that my BRAND NEW oem sachs was not able to adequately handle my 575 ( +/- ) hp when i had been running the stock clutch disc ( paired with a gt2 disc ) for a decade absent ANY slip or issues.

so I went and found a new mechanic. bought a 2nd! Sachs clutch and this time opted for the 098/764 setup and replaced the slave and accumulator to go with the still new flywheel and master cyl. it was one expensive circle to R&R the clutch and toss the NEW OEM Sachs clutch parts that probably were just fine. ( well i kept the new LUK FW and the NEW just replaced master cyl.. )

when it was *probably* just the failing slave and master cylinder in concert, to begin with!

this is why i would ( by now ) suggest always replacing the connected component parts that comprise the "hydraulic" component(s) of the system.

i wouldn't think you've blown through your sachs 2.5 in 30k miles. no way... unless you were trying to fry it, and i'm sure you weren't.

but to the quandary re the slave being able to cause "slippage"? tough to isolate/diagnose unless you just swap it ( easy enough! ) or discover it is in fact just a failing seal causing incomplete disengagement ( not easy unless swapped the slave - and that cures the slippage? ). i wish i could save anyone from making the mistakes i did. but at least i have a new sachs 2.5 setup and i love the action of it! so, whatever... my 15+ year 996tt learning curve continues ..