Jump to content

peter2

Members
 View Profile  See their activity

  • Content Count

    46

  • Donations

    0.00 GBP 

  • Joined

  • Last visited

Posts posted by peter2

  1. Posted · Report reply

    The shattered locking ring on the input shaft will be alllowing too much movement of the setectors and therefore possibly jamming and refusing to engage4th,
    i hope it is like that! however i had the impression that it could be not: the spring in the picture is compressed even without the locking ring, if you compress it more (towards the selespeed actuator unit) and release it, it goes back into the position in the pics, so the locking ring could prevent it from sliding further no more than a couple of mms.
    obviously we can't see inside the synchros from the angle the pics are at and the 5th is comlpletely obscured until striped down' date='[/quote']the mechanich showed me that the rings moved by the forks are free to engage/disengage every gear (by hand)
    the pic if the center case just needed to go left a bit more so both loops could be seen then all possibilities would be covered' date='[/quote']what are the "loops"?
    also have him check that the balls in the engagement plugs are free to compress and reseat and that the 2 dowels and the pin haven't gone missing from the selectors or you'll be right up the creek.
    can you explain what the underlined words stand for? maybe you can say which number they refer to here

    The clutch is shot' date=' the release bearing has clearly collapsed and worn the pressure plate fingers off center, the friction plate normally wears more on the other side, but it doesn't really matter as all 3 pieces of the clutch need replacing.[/quote']the clutch is on its way...

  2. Posted · Report reply

    The clutch probably is part of the cause, but for it only to refuse to select 4th on the way down and the bit of metal found would suggest that there IS a problem inside the gearbox.

    here ai am.

    the mechanic had the gearbox and the clutch removed and dismounted (i found a new affordable clutch on ebay, thank you anyway, Smaky :thumbs: )

     

    here is the picture of the lock washer (right word for it?) that was broken. it was locking a spring mounted on the axle coming out of the selespeed actuator. here are two more pics, picture1 and picture2 , of the place where the washer was placed. in the second one you can see also the fifth mechanism on the table. i suppose it was something like this

     

    here is the picture of the gears.

     

    here is the picture the clutch-side of the gearbox.

     

    here is another picture of the gearbox.

     

    in this picture i can see some wearing of the left hole edge which i haven't previously noticed.

     

    i haven't seen any damage to the gears.

     

    here are two pics of the clutch: pic1 pic2in the first one you can clearly see where the bearing was scraping. in the second one the disc seems to be uniformly (though deeply) worn.

     

    do you think i have any chance to get it working correctly again by replacing the clutch and the washer?

     

    PS i forgot to say that when i took the car from the alfa tech to my mechanic, i tried to shift down from 5ft to 3rd at once (double click on the left steer lever) and it got stuck as usual. i did it in order to see if it was the 4th syncro causing the issue...is this method sufficient to rule out the 4th syncro?

  3. Posted · Report reply

    i will tell you tomorrow if i need the clutch. thanks a lot.

    how much would it be a complete gearbox shipped? i'm a bit afraid of going to the junkyard (is it the corect name??) and blindly take one box from a crashed car...

     

    Boxes are hard to come by andI do it on an exchange basis, ut tooooooship ne to you would probably be close to the cars value.

     

    mechanic opened the gearbox, everything is fine there...but the clutch is completely gone...can it be the cause of my problem?

  5. Posted · Report reply

    I can get a kit (Valeo) for you and send it for about 220 Euros.
    ok, i'll keep that in mind. does it include all the bearings?
    It's quicker and cheaper to get the second hand box a swap the gears over.
    mmm...after all this thing, aren't you curious abaout what's going in it?? i definetly am!! :P
    FES can do everything the Examiner can apart from reprogramme the Sele ECU, but if you need that doing then the thing is fried and should be replaced anyway, plus FES gives you the clutch length to the thousanth of a mm as opposed to the examiners "Too long, too short" display which doesn't give you a clue how close to the limit it is and why most seles adjusted at Alfa dealers end up shredding the gearbox a year later.
    oh my god...that is hilarious...

     

    i don't know if i made myself clear in my previous post, but i was talking about a Magneti Marelli instrument, not Fiat examiner.

  6. Posted · Report reply

    You need to remove the gearbox to do it, and if you are removing the gearbox anyway to check it out then it's purely the cost of the Clutch kit (170 euro) and about 10 minutes extra to swap it,

    i'm not able find a clutch kit for 170 euro...lowest I can find is 270 euro + 25 delivery :Confused:

     

    the gearbox though will be the issue, if you can get hold of a second hand 2.0 box from either a 145, 146, 147, 155, 156, GTV or GT then you'll be able to use the gearset from those in you original casing as long as it's not damaged.

    actually i was planning (more properly hoping) to substitute only the syncros...or the worn gears..is it possible?

    P.S. Examiner is the worst thing to use on selespeeds, I shall mock your Alfa tech for years to come... And it's not the sele ecu.

    i've been told that a magneti marelli instrument can access a lot of hidden functions un selem ecu: do you know anything abou it?

  7. Posted · Report reply

    back in topic:

    i went to alfa mechanic, he attached the examiner...(after swearing against alfadiag/FES users fiddling around with actuators paraemeters...imagine me trying not to laugh on his face)...engine off, all gears up until stuck in 5th...no beeping, no errors recorded, parameters ok...he said:"must be the ecu or the gearbox"

    I: "how much to pull it down and check it?" 700 euro... :censored::censored:

     

    went back to my mechanic and forced him to pull it down.

     

    news soon.

     

    PS in order to change the clutch and bearing, is it necessary to pull down the gearbox?

  12. Posted · Report reply

    sorry guys, it's starting looking like a monologue....

     

    smaky, you definetly need a secretary...or an ad-hoc database!! :LOL::LOL:

     

    wherever i look over the internet about selespeed problems, there is you giving right advice. but i'm starting to think you cannot remember all the issues....

     

    look at this!

     

    the issue is very very similar to mine!! and the solution was a faulty gearbox!! smaky had the broken gearbox sent to him and inspected...

     

    i'm seriously thinking to take the car back to the previous mechanic and force him to take the gearbox out at my own risk.

  13. Posted · Report reply

    pressure issue solved:

    in a ao forum thread a guy with my version of FES (1.6) reported a 52-64 bar range, exactly like mine. and a post says that the bug was well known, so it's only a scaling issue. my accumulator should be ok. smaky, i noticed you left a message on that thread!! :teehee:

     

    the main problem is still there... :Confused:

  14. Posted · Report reply

    Firstly it wouldn't fit as the 6th from a 166 is actually out of a V6 gearbox and not compatable.

    damn...it would have been nice...

    An alfa mechanic to pull strip and repair it, your easily looking at 4 figures.

    i know i know but what can i do??

     

    anyway: this morning i got the car from the old mechanic (he didn't ask for any money...there are still honest people around), and drove it back home using only 1-4 and R grars. i kept monitoring all the parameters for the whole trip (10 km). the pressure ranged from 50 to 65 bar...not good!

     

    the clutch value was 28.47 mm

     

    same problem with the 5th: i found out that, in order to get it back to work, i only need to run the "odd number gears selection solenoid valve" once, and it's back to non-flashing N.

     

    when near home i went for a test:

    rest -> 1st -> take off -> 2nd -> 3rd -> 4th -> 3rd -> 2nd -> rest(1st)

    in the meanwhile i was monitorning rpm and hydraulic pressure.

    see the attached picture of the test

     

    i can't understand how a broken accumulator could cause a high pressure: i expect a broken accumulator to induce a more frequent pump intervention, in order to keep the pressure above the minimum (45?).

    but if the pressure is already above it, who is telling the pump to prime?

    even a faulty pressure gauge cannot be the cause, think about it.

    it can be the relay, which is receiving a wrong pressure signal from the gauge!

    what do you think?

  15. Posted · Report reply

    ok, very clear answers.

     

    tomorrow i will take it to an alfaromeo mechanic and ask him how much would it cost to pull the whole gearbox down, and then how much to fix it.

     

    PS i exploit this thread to ask you one curiosity:

    say we find out fifth gear is to be replaced; what would happen if i replaced it (its original ratio is 0.919:1) with a longer one, say the 6th gear of 166 2.0ts (ratio 0.861:1)? is the selespeed actuator going to complain? i would do it only to have a quieter car at highway speed.

  16. Posted · Report reply

    Ahhh, OK, this is not a selespeed problem...as such, but a gearbox internal fault, the way to go from hear on this is to drain the gearbox oil, remove the endplate from the gearbox (simply, jack up the left hand side, remve the small cover panel, remove the 6 bolts whih hold on the end plate (3x 13mm + 1x 10mm)), inspect the 5th gear synchro as far as possible for worn teeth, clean out any swarf from the area, run the calibration routine with the plate off and see if it passes whilst ensuring that no more debris is pushed out the selector holes. Then rebuild and top up the gearbox.

     

    If it fails then you may be in need of a replacement gearbox/clutch.

     

    my mechanic did exactly the things you said. he said (as you suggested) that the fifth gear can be inspected without actually opening the gearbox, but only removing the endplate. hi did it, removed the swarf, he said there was a little piece of metal attached to the magnet. cleaned everything. the next day the calibration failed once, then ok, as usual. fifth still refusing to disengage.

     

    questions:

     

    1) in order to do such an operation is it necessary to drain the gearbox oil? because he didn't ask me for oil. did he used the old one?? is he telling me lies?

     

    2) he didn't do the calibration when gearbox was open (he is a mechanic, i'm providing the "electronic" skills...), but i seem to remember him saying that fifth engaged and disengaged manually well. is he telling me lies?

     

    2.2) is it possible to inspect the fifth sincro with such a procedure?

     

    2.3) let's suppose the fifth sincro was worn and he didn't notice it: it would be difficult to engage , not disengage it, right? i guess then that the worn sincro should be the fourth, am i right?

     

    3) if it was the clutch, why would it fail only at fifth gear??

     

    i'm really getting mad...

     

    PS anyway, i forgot to thank you for the support, much appreciated! :thumbs:

  17. Posted · Report reply

    ...wear will be there but it normally means it won't engage
    those are the same words my mechanic said when i suggested to check the sincro

     

    ...so that leaves the pressure issue, so

    does the pump prime when you open the drivers door?

    yes
    Does the pump prime every 10 seconds and the warning beep sound every minute?
    no to both.

     

    I feel the need to clarify one point: i 'm ASSUMING the fifth is still engaged when i try to shift down to 4th. what exactly happens is that number 5 starts flashing as soon as i try to shift down (and even this is not exactly a flashing, but more precisely a sequence of appeare/disappear of the 5, because it is trying to shift down without success); it would go on this way undefinitely (i suppose), until i try to select neutral, then the "flashing" letter changes from 5 to N, the remark on the "flashing" still holding for N too.

     

    ah..i forgot to say that no errors are recorded in the selespeed ecu during all those stages.

     

    does this help?

  18. Posted · Report reply

    i told the mechanic to swap gear selection and gear engagement sensors, but the problem is still there (would it need a recalibration after the swap?)

     

    i don't know what to think...if only i were in uk...i would bring the car to you smaky!! :bluecry:

     

    i really dont know what to think :Confused:

     

    let's summarize:

    1) all gears (including R) engage and disengage smoothly, except for fifth that does not disengage.

    2) mechanic said the fifth movement in the gearbox is fine (he had a look at it)

    3) all valves activate when prompted to with FES.

     

    i would even dare to buy an ev1 (71719390), stick it in and see what happens...but what if it's ev2 to blame...it's got a different plug from ev1, so i can't swap them....help

  19. Posted · Report reply

    That pressure is higher than it should be, I would watch that on it's own while the ignition is at mar but not running, if it's going above 60bar then replace the accumulator

    mmm i had not noticed that value before...it shouldn't be higher than 55, am i right? at that pressuree the pump stops, right?

     

    given i'm quite familiar with selespeed operation, could you please explain to me all the meanings of parameters from 2nd to 5th row in the image i linked above? thanks a lot

     

    i'm more and more convinced my problem is related to one of those position sensors... :whistle:

  21. Posted · Report reply

    Hi,

    I'm new on this forum...but i've been reading some very interesting threads by quite impressively prepared guys.

     

     

    here is the story:

    alfa 147 2.0 selespeed, 130k km, ev0 changed last year (due to kangarooing behaviour)

     

    I was in fifth gear, city on, pressed the brake pedal, selespeed tryed to shift to forth, clutch did disengage (is it the right term?) but nothing, it was not able to do it, the N was flashing on the screen, no other gears could be engaged. The engine stayed on, the selespeed kept on trying to get in neutral. i turned the engine off, and it then refused to go on again.

    next day i used FES and saw there were some errors. drained the clutch, performed a EOL calibration-->failed (3rd and 4th position error)-->tried another time, success. Engine on, gears ok, but when i got to the fifth gear, exactly the same problem arose: same procedure, FES+Clutch drain+1 failed calibration+1 successful calibration. straight to the mechanic. FES says clutch rod is 28.5 so just on the higher limit.

     

    Pump, pressure, and dpressurizing falling limb values are ok.

     

    when it gets stuck, FES shows these values

     

    all gears work perfectly, but when try to shift down from fifth, it hangs....even when i try it with engine off.

     

    mechanic opened the gearbox but everything was fine.

     

    i'm implicitly ruling out valves, as all the gears except fifth work just fine. is this a too hazardous conclusion?

     

    can a sensor fail on only one gear?

     

    thank you very much for your support!

     

    Pietro

×
×
  • Create New...