Given the relative thickness of the shaft to the length outside the bearing, I don't think it's flexing. I'm not an engineer and I can't prove it, but I just don't see it happening. I DID see abnormal signs of wear on the input shaft bearing.spoon wrote:The trans input shaft is allowed to flex because of its diameter to length ratio and its hollow.
I think I posted pics of this measurement in my "Spline replacement time" thread. I measured .007" of runout (.014 TIR). I didn't notice any abnormal wear on the flywheel.spoon wrote:It should be easy to check the dimension or run out of the input shaft to the trans to engine mating surface, at the trans side.
Perpendicularity was more difficult to measure accurately, but my measurements of the engine case to the front clutch housing indicated that it was OK.
With regards to fixing the problem, I am correcting three issues.
1. Correcting the alignment issue with offset dowels.
2. Lengthening and hardening the input shaft to gain 0.2" of engagement. (My fingers are crossed that I will have two shafts this afternoon!)
3. Lengthening and hardening the clutch hub to gain 0.3" of engagement. (still waiting on this. )
I suspect that only correcting #1 and replacing parts with stock would give a good result, but 2 and 3 add suspenders to the belt if you know what I mean. I had to replace the parts anyway and they correct obvious deficiencies in the OEM design for prices close to OEM. I don't have final pricing yet, but in quantity, I hope to be able to provide the shaft for around $400.