| However, AFAIK the longer pin does not add additional pressure to depress the fork. Copnsequently, the fork itself remains in position, unmoved, and it does not force the TOB to make early contact w/ the clutch fingers while at rest. Regarding a "spring" in the slave piston: With the cylinder unbolted and the pin removed, I noticed the piston had a natural tendency to gradually move up within the cylinder. I do not know whether this is caused by residual fluid pressure*, or a spring within the bore housing. Either way, it appeared the 'resting point' of the piston was fully extended. IMO the same amount of pressure against the fork would occur whether or not a longer pin was employed. In order to provide insurance against the situation you describe; e.i., forcing the fork against the TOB and/or causing slippage of the clutch face under load.; I think the important factor is to retain a safety reserve of travel BEHIND the piston; allowing it to be further depressed within it's bore. Fully adjusted and at rest, I can depress the pin [and piston] about 3/8" further back into its cylinder. *Residual fluid pressure. I am wondering if the upper bleed line might be the source of additional fluid pressure at the slave cylinder. We have often wondered why Nissan engineered this extra dead end line. Perhaps it's function is to maintain a resting pressure in the system thereby lightly preloading the pin against the fork.
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