ProdigalSon

Drink some wine, save the corks! :drinking: :lol:

Cazza, your brake fluid never went below minimum, but you might have a few bubbles in the brake master cylinder because they will rise up the brake lines over time, and by forcing the ABS to kick in you allow them to get past the ABS mechanics and up to the brake master, IIRC... Bleeding mine last year, I found about 5 or 6 bubbles in the master, which doesn't look much but it made a huge difference to brake pedal feel and stoppage :D

Will take a couple more days to test the clutch fix properly, due to the small inconvenience of a snapped fuel rail(!) - the plastic with the threaded insert gave way when refitting the FPR :roll: _DSC6184.jpg[/attachment:1lko8ewc] New fuel rail on order, will be here Friday at the earliest... at least that's the last of the 'perishable' fuel delivery parts! :lol: If nothing else fails, should have it running by Friday night - here's hoping :wink:

*sigh* And we were doing so well... Given the difficulty in changing the clutch master cylinder, I decided to order a brand new one (now obsolete, and one of the last few in VW stock...) instead of using the reclaimed unit from the scrapper, and installed it passat climatronic wiring diags.pdf_DSC6179.jpg[/attachment:1wk992ig] along with a new hydraulic pipe that feeds the clutch slave: climatronic wiring-Golf from May 01.pdf_DSC6176.jpg[/attachment:1wk992ig] Turns out that the old pipe was suspect, was damp to the touch and quite likely porous to air :eek: hence the nightmare trying to bleed the line and just getting continuous froth... The all new system is perfect - totally clear fluid, and eventually I had to watch it come out of the end of the bleed pipe to be sure that anything was moving at all! So we put the manifold back on, and today I refitted the throttle body, but when I had put the FPR back on and was tightening up the bolts.. #tak# I found that one of the tabs on the fuel rail had snapped off: 2.8l 24v Climatronic system.pdf_DSC6184.jpg[/attachment:1wk992ig] One of the bolts was just hand tight and the other not much more :( Must've been the age of the plastic and the stress of removing/refitting the FPR that did it :roll: _DSC6187.jpg[/attachment:1wk992ig] Annoyingly, VW don't have any in stock (although they're not obsolete), and I can't get a replacement before Friday earliest :mad2: Was on a roll and have lost steam now. Good news is the bodyshop guy is happy to send a flatbed to pick up the car on Saturday if it is not driving by then :clap: So it will still get some cosmetic fixing and TLC :lol:

Everybody luuuuuurves the Hammerite! :D

What would you recommend for a G60? Did my front mount last year, but thinking about doing the rear and gear mounts soon...

Gormless... or ghey!

/\/\/\ Cool 8) You're welcome to have some jubilees or steel tie wraps for the boots if you want :wink:

:ubergeek: :salute:

Want me to hire a petrol angle grinder again? :twisted: :lol:

/\/\/\ Mines an 'N' chassis. The looped gasket is from a carb'd 8V I think, as it has some weird manifold extra between the 1st/2nd or 3rd/4th inlets... Can't find a pic right now. Definitely not designed for use with a fuel injection system! You're bang on about the inlet gasket being hard to position as there are no studs to hang it on. Got the workshop manual for gearbox removal, will have a look... Cheers bro :wink:

:oops: Er, I've seen mine from all angles, and it doesn't look good :( Did you get that off the 'Bay? Might have to find one too... Ha ha ha! :D That's good, but I agree Jonny 5 is better :wink:

Didn't want to do it either, but no choice in the situation :( The phenolic was supplied with 2 x 8V gaskets that have a big upward loop, which fouled on the injectors, so they had to be trimmed, leaving two halves to each gasket (one cyl and 3 cyls) - a complete nightmare to align, especially as the inlet is an interference fit with the exhaust and there's literally no room to get your hand in to align it with the engine in place. Will get 2 correct G60 inlet gaskets for when we fit the phenolic later. The worst that can happen is that the air will leak out a bit making the mixture slightly rich, especially if manifold pressure is high. Now that I've done the inlet once and know the 'tricks', it's probably 90 minutes to replace the gasket, which I can do in less rushed circumstances! Priority now is getting it on the road - we'll have plenty of time in April onwards to pick up all the other little bits. Did get a TB gasket and will fit that. A case of 'needs must', bro :roll: [Edit: You fancy doing the clutch tonight?]

Last night replaced clutch master cylinder and the coiled copper/rubber hydraulic line to the slave cyl, and re-bled the system - success! No more bubbles :D :cheers: Then refitted the inlet manifold and realised it was 11:30pm :oops: Big thanks to the wife for staying out in the wind and rain to help me do all that! :wink: :luvlove:

Blitzed it last night with lots of help from my missus :) Swapped out the master cyl for the new VW unit, and replaced the coiled copper/rubber hydraulic line, which was suspiciously damp :? Bled the slave, master, then slave again just to be sure and after about 400ml of fluid it was perfect - no bubbles in sight, in fact it was so clean that I had to check that there was fluid coming out at all! :D I reckon that it was caused by the rubber tube becoming porous and although it wouldn't squirt fluid out (too viscous) it would get damp, and allow hundreds of tiny air bubbles in, which is exactly what I was seeing when trying to bleed the slave previously... :shock: Props to Henny, who mentioned this fault in a related topic about clutch failure :cheers: So the new master and slave cylinder were probably not needed, but hey, they looked and felt pretty worn, so it's peace of mind to have done them too! :lol: Managed to get as far as re-installing the inlet manifold (so much easier with the throttle body off!) and realised it was 11:30pm, so time to pack up :wink: The phenolic inlet gasket is staying off for now. We did try it, but it is way too tricky to fasten with the limited time and space we have, and will be much easier when the engine comes out in the summer. Once the inlet and fuel systems are back together I will give the clutch a try, although I am prepared to replace the clutch plate too if the problem is not fixed - I know how these Corrado problems come in multiples :roll: :lol:

/\/\/\ Will try to get all that stuff installed tonight... then refit the inlet manifold et al. tomorrow. Fingers crossed :)

:D

As of the 10th Jan. '08, the clutch master cylinder is obsolete, no replacement, no stock at VW's warehouse in UK or in Germany... :shock: ... and I got one from another dealer who just happened to have it lying on the shelf :D Maybe I should ask my friendly local dealer which parts are heading that way, and stock up now! :lol:

*thinks* Maybe I should set up "Prodigal's Corrado Pawn Lot" :D I give you money for your car and you buy it back after 6/9/12 months, or I sell it! Just need to find someone rich to fund my new business venture :(

Just been to VW and ordered a new clutch master cylinder, and the hydraulic line that is half rubber-half copper, with a coiled section next to the slave cylinder. So that will be an almost-complete hydraulic system replacement then! :roll:

After trying several times to get that union to bite while the master cyl was in place through the bulkhead, I removed it, held it vertical to get the thread started (much easier! :D ) and then pivoted the cylinder through 270 degrees with the copper line still attached so that it was horizontal and would slot through the bulkhead hole, although clearance around the brake servo heatshield was still a bit tricky. Was well pleased with that bit of 3D spatialisation :lol:

Also just remembered that in the rush of dusk, I think we forgot to bleed the brake master cyl (unless Jon did it?)! :shock: :oops: That will make heaps of difference to your brake feel :D Would be gutted to be in that position :( If there's anything we can do to help... :wink:

Great to have you over yesterday mate, sorry I was a bit (!) preoccupied with my mota :oops: Anyway, here's some pics of our refurb fun :wink:

New clutch slave cylinder from GSF passat climatronic wiring diags.pdf_DSC6128.jpg[/attachment:20w21jtm] made no difference, the re-bleed had more froth than a pack of rabid dogs :( Late yesterday and this afternoon I managed to get the inlet manifold off climatronic wiring-Golf from May 01.pdf_DSC6141.jpg[/attachment:20w21jtm] so that I could have some room to swap the clutch master as well 2.8l 24v Climatronic system.pdf_DSC6144.jpg[/attachment:20w21jtm] It's been a long job due to tricky manifold bolts (blind fumbling to undo the rear fixings), a rounded FPR bracket bolt :bad-words: _DSC6140.jpg[/attachment:20w21jtm]Corrado92.pdf_DSC6143.jpg[/attachment:20w21jtm] and alignment trickiness causing problems with getting the copper hydraulic line and the replacement master cyl to mate properly without risk of threading them :roll: All hooked up now and ready for a bleed and static test (no engine until I reassemble the inlet!), but not 100% certain that the replacement master is totally OK :? Will find out soon. Have resigned myself to the possibility of pulling the engine out and sending the rest to the bodyshop... We will see.

Yesterday fitted the new clutch slave cylinder _DSC6128.jpg[/attachment:3mkpvhyi] and tried to re-bleed the system, but constant bubbles after 400ml made me decide not to waste any more brake fluid :roll: It was then a toss up between changing the clutch plate etc. and changing the master cylinder, so I chose the latter as the clutch hydraulics were still obviously dodgy and the clutch was not disengaging. Started to remove the inlet manifold to get some room, but lost the light. Today I finally finished removing the inlet manifold (long story :lol: ) to get access to the clutch master, then changed that for a spare off the scrapper we dee-stroyed a couple of weeks ago. The spare had a little 'jiggle room' before you felt the resistance of the piston as you pushed it in, but the original that I removed from the car had no jiggle, it was stiff from the get-go... Thoughts? :? Anyhow, only had time to lose one of the master cyl nuts down inside the rubber boot for the steering column, wrestle with the hydraulic union (thread would not bite :( ), and hook up the spare master to the brake fluid reservoir before the light went again (roll on long summer nights!) Will give it a 'static' test tomorrow hopefully, although tricky to test without the engine running! Am wondering if I shouldn't just order a brand new, known good master cyl from VAG and have done, although I just read a post by Henny saying that the coiled hydraulic line can become porous :shock: so even a new master might not fix it :( Am seriously considering taking the engine out and trailering/towing the rest to the bodyshop! Your thoughts and opinions are welcome, as usual :wink: