[garrstim]

I replaced the dual master brake/clutch assembly and the clutch slave cylinder in my 1960 305A C1000. I carefully bench bled master before installation. I rigorously bled everything using MitiVac after installation.

Now I've discovered that the slave piston excursion seems to be only about 60-70% of full linear travel toward the snap ring at the mouth of the slave cyl with the clutch pedal to floor. I think that travel should be really close to, or all the way to snap ring with full depression of the clutch pedal. Is this a correct assumption? The master piston properly rests against its snap ring when the pedal is not depressed.

As a result of the above, the clutch does not now fully disengage like it previously did. With the engine running, there is a gear clash when attempting reverse engagement (cannot engage, and do not enjoy) and rather reluctant 1st, 2nd, and 3rd engagement as evidenced by somewhat difficult shift requiring more force at shift lever than previously experienced. Probably synchros complaining. With the engine OFF shifting is easy and positive, as normal.

The central question involves the slave piston travel. Any answers from somebody who has suffered a similar fate???

Could some patient soul among you take a look at their 1960 system by pulling back the rubber on the slave and peering into the bore as a helper depresses the pedal to the floor? You can easily see the piston with the rubber slid away.

I'm led to believe that bleeding the clutch slave can be very frustrating, but I was fairly confident that I bled fully...

Thanks you guys for your comments and advice.
Barry