Thanks for the update, Greg. In one of those threads I mentioned that my slave cylinder was probably going - clutch engagement is very low, but improves with use or pumping, and there is evidence that the slave is seeping.

Well I waited too long to change it, and last week the clutch was dragging and it would not pump up easily, so I parked it and brought my '91 MR2 out of storage. I did a 15K maintenance today, and will swap the slave tomorrow at a friend's house. For practice I tried to loosen the two mounting bolts and all it took was a 13mm combination wrench, but for the upper one I had to improvise an impact arrangement with a length of 2x2 and a hammer being as how I couldn't get enough leverage with my hand.

Removing the three screws that hold the heat shield so it can be moved out of the way was a great help.

I didn't try to loosen the hydraulic line as I do not have a 12mm tubing wrench, but my buddy does, so if I can get it loose without buggering the flats it should work out okay. On LH drive models there is a steel hydraulic line that loops over the gearbox to the connection to the hose on the LH side. According to the Haynes shop manual, RH models have a flex line to the slave, so you remove the flex line coupling upstream at the hard line and remove the slave with the hose attached. Looks like a slave change on the RH driver model may be easier than LH drive. Being as how most Mercs are sold in LH drive markets, I can't understand why they positioned the slave on the RH side!

If anyone has changed a slave on a LH drive 201 or 124 let me know if you have any helpful tips.

Once the clutch release situation is corrected my Merc goes into winter storage.

If the slave doesn't solve the problem, we'll be talking about the master cylinder change some more.

Duke