hello, this will be my first post. i am needing help with removing the bushings that hold in my clutch release fork. has anyone delt with these before? is it something i can do myself, or do i have to take it somewhere to be done?? my clutch release fork has some wear at the bushing.... i have another fork out of another sammy, but cant figure out how to remove the bushings to switch them. thanks!!! oh yeah it a 1986 samurai.

You talking about replacing the Poly bushing that goes on the tranny shifter??I had to do that on my 86' Samurai,unscrew the shifter knob,pull tho old bushing upwards and off,the new one goes on a bit hard,especially where the shifter rod meets the lower part.

no its the bushings that hold my clutch release fork... the part that holds the throwout bearing for the clutch. there are two brass or bronze bushings that hold it in place (top of the bellhousing on the trans.)... the manual says to just punch them out but ive been hammering on them and they wont move... i cant seem to find any help on this... am i the only person these wore out on?

If it is the small bushing in the flywheel the shop manual calls out a special tool the Samuari way is to totally fill the cavity ( no air pockets) with grease and then find a drive pin punch the exact size of the whole and then a big dead blow hammer don't forget the face shield. Have an beverage iced down for the celebration.

Wow, you guys are totally missing the point. :shaking:

The two bushings that hold the clutch release arm into the trans bellhousing....

Pull the clutch arm off the shaft.
Unhook the spring.
Maneuver the shaft out of the bushings and bellhousing.
Use an airsaw, or trimmed down hacksaw blade to make a slice in the bushing to relieve pressure.
Knock bushing out.

If you don't have new bushings to drive in, you might as well just spend $75-100 on a new trans, as it's damn near impossible to get the bushings out without messing them up.

I had the same problem, Think your having problems geting across to them now try telling the guys at the parts counter what you looking for.. I got mine out with a small brass punch.. and a little heat from a good heat gun. It was a pain in the a?? but after i did the first one i was able to get the second alot easier.. I ended up picking up some round brass stock and turning my own since i couldnt find them.. it worked great. When i removed the old ones they were splined like the had been pressed in so i knurled the ones i made to fit fairly snug into the hole and used a little low strength epoxey to hold them.. I've been running it for a couple of years and at least one clutch so it seams to have worked.. hope it helps...

i ended up taking it to a shop in town and they switched them out for $40. i think tombstone has esp .... that was going to be my next question..... but i am having trouble getting the knob off the shifter. i seen a guy cut his but i would rather avoid that. thanks for the help!!

(:mr-t: "I pity tha foo!!" Ha! i cant beleve theres a mr.t smilley.)

A dual clutch transmission, commonly abbreviated to DCT(sometimes informally referred to as a twin-clutch gearbox, double clutch transmission, or similar variations thereof), is a differing type of semi-automatic or automated manual automotive transmission. It utilises two separate clutches for odd and even gear sets. It can fundamentally be described as two separate manual transmissions (with their respective clutches) contained within one housing, and working as one unit. They are usually operated in a fully automatic mode, and many also have the ability to allow the driver to manually shift gears,albeit still carried out by the transmission's electro-hydraulics.

This type of transmission was invented by Frenchman Adolphe Kégresse just prior to World War II, but he never developed a working model. The first actual DCTs arrived from Porsche. Developed for Porsche racing cars in the 1980s, when computers to control the transmission became compact enough: the Porsche Doppelkupplungsgetriebe (English: dual clutch gearbox) (PDK) used in the Porsche 956 and 962Le Mans race cars from 1983, and the Audi Sport Quattro S1 rally car.
_________________________________________
testosterone enanthate (http://www.steroidsrx.com/Articles/Testosterone_Enanthate.cfm)
vakantiehuizen estartit (http://vakantiehuizenestartit.villamar.nl/findAllVillas.php?filter=Estartit&lang=nl)

A dual clutch transmission, commonly abbreviated to DCT(sometimes informally referred to as a twin-clutch gearbox, double clutch transmission, or similar variations thereof), is a differing type of semi-automatic or automated manual automotive transmission. It utilises two separate clutches for odd and even gear sets. It can fundamentally be described as two separate manual transmissions (with their respective clutches) contained within one housing, and working as one unit. They are usually operated in a fully automatic mode, and many also have the ability to allow the driver to manually shift gears,albeit still carried out by the transmission's electro-hydraulics.

This type of transmission was invented by Frenchman Adolphe Kégresse just prior to World War II, but he never developed a working model. The first actual DCTs arrived from Porsche. Developed for Porsche racing cars in the 1980s, when computers to control the transmission became compact enough: the Porsche Doppelkupplungsgetriebe (English: dual clutch gearbox) (PDK) used in the Porsche 956 and 962Le Mans race cars from 1983, and the Audi Sport Quattro S1 rally car.
_________________________________________
testosterone enanthate (http://www.steroidsrx.com/Articles/Testosterone_Enanthate.cfm)
vakantiehuizen estartit (http://vakantiehuizenestartit.villamar.nl/findAllVillas.php?filter=Estartit&lang=nl)


OK, I read this post, then re-read the rest of the posts in this thread, and can't see what the hell this post has to do with the rest. Sure, they're all about clutch related stuff, but c'mon here. :shaking: