Chapter 14

Clutches

Objectives (1 of 2)
Outline the operating principles of a clutch.
Identify the components of a clutch
assembly.
Explain the differences between pull-type and
push-type clutches.
Describe the procedure for adjusting manual
and self-adjusting clutches.
Explain how to adjust the external clutch
linkage.

Objectives (2 of 2)
Describe the function of a clutch brake.
Troubleshoot a clutch for wear and damage.
Outline typical clutch defects and explain how
to repair them.
Outline the procedure for removing and
replacing a clutch.

Clutches with Coil Springs

In some clutches, coil springs are

positioned perpendicular to the
pressure plate.
Other clutches use fewer coil
springs and angle them between
the cover and a retainer.
Angle-spring designs require 50
percent less clutch pedal effort.
They also provide a constant plate
load regardless of the thickness or
wear on the friction facings of the
driven discs.

When the clutch is adjusted, the

pressure plate position does not
move; rotating the adjusting ring
moves the levers toward the
transmission.

Diaphragm Springs
Diaphragm or Belleville
spring clutches provide for
less pedal effort.
They use either a single disc
or multiple discs.
They can also be either a
push-type or pull-type
clutch.
A diaphragm clutch using
Belleville spring maintains
the same amount of
pressure at the new and
fully worn positions.

Intermediate Plate (1 of 2)
A clutch with two friction
discs uses an intermediate
plate to separate the discs.
It increases the torque
capacity of the clutch by
increasing the contact
friction area.
Some intermediate plates
have drive slots machined in
their outer edge. These slots
fit over and are driven by
hardened steel drive pins
press-fit into holes in the
flywheel rim.

Intermediate Plate (2 of 2)
Other intermediate plates
have four or more drive lugs
that fit to, and are driven by,
slots in the clutch cover.
Some clutches with heavyduty intermediate plates
require anti-rattle springs to
reduce wear and improve
clutch release.
Adapter ring
Some two-plate clutches
use an adapter ring when
the clutch is installed on a
flat flywheel.

Clutch Adjustment Mechanisms

Manually adjusted clutches
A manual adjusting ring
permits the clutch to be
adjusted to compensate for
friction facing wear.

Self-adjusting clutches
The adjusting ring has teeth
that mesh with a worm gear in
a wear compensator.
As the retainer moves forward
each time the clutch is
engaged, an actuator arm
rotates the worm gear in the
wear compensator.
Rotation of the worm gear is
transferred to the adjusting
ring, removing slack between
the pressure plate and the
driven discs.

Disc Design
Rigid discs are steel plates to which friction linings, or facings,
are bonded or riveted.
A rigid disc cannot absorb torsional shock loads and its
misapplication can damage the transmission and input shaft.
Torsional vibration can also cause a rigid disc to crack.
Dampened discs have coaxial dampening springs incorporated
into the disc hub.
When engine or driveline torque is first transmitted to the disc,
the plate rotates on the hub, compressing the springs. This
action absorbs the shock and torsional vibration caused by low
rpm, high-torque engines.
The cushioning effect extends clutch life and protects other
driveline components from torsional overloads.

Friction Facings
Organic friction facings are made from non-asbestos materials
such as glass, mineral wool, and carbon.
Grooves in the facing allow worn particles to be thrown off
rather than accumulating on the face of the disc.
Ceramic friction facings are made from a mixture of ceramics
and copper or iron.
They have a higher coefficient of friction, heat tolerance, and
torque capacity than organic friction facings.
Ceramic friction facings grab quicker with less slip.
They also offer a longer service life.
Ceramic friction facings consist of small pads or buttons riveted
to a disc or isolator.
Kevlar friction facings are used in some after-market
applications. These are said to be able to sustain greater
abuse.

Push-type Clutches
The release bearing is pushed toward the engine.
When the pedal of a push-type clutch is initially depressed, there
is some free pedal movement between the fork and the release
bearing (normally about 1/8 inch).
As the release bearing moves toward the engine, it acts on
release levers bolted to the clutch cover assembly, forcing the
pressure plate to move away from the clutch discs.
This compresses the springs and disengages the discs.
This type of clutch has no provisions for internal adjustment. All
adjustments normally are made externally via the linkage
system.

Pull-type Clutches
A pull-type clutch pulls the release bearing (which is
attached to the clutch cover by a sleeve and
retainer assembly) toward the transmission.
This compresses the springs and moves the
pressure plate, relieving pressure acting on the
friction discs.
This action allows the driven disc or discs to float
freely between the plate(s) and the flywheel.
Pull type clutches are used in both medium- and
heavy-duty applications and are adjusted internally.

Clutch Brakes
Its purpose is to slow or stop the transmission input shaft from
rotating to allow gears to be engaged without clashing (grinding).
Only 70 to 80 percent of clutch pedal travel is needed to fully
disengage the clutch. The last 1/2 to 1 inch of pedal travel is
used to engage the clutch brake.
When the pedal is fully depressed, the release bearing presses
against the clutch brake which acts to stop the transmission input
shaft.
Conventional clutch brake
Limited torque clutch brake
Torque-limiting clutch brakes
Two-piece clutch brakes

Conventional Clutch Brake

A conventional clutch brake consists of a steel
washer faced on both sides with friction material, or
discs.
The steel washer has two tangs that engage
machined slots in the transmission input shaft.
This mounting arrangement allows the brake to slide
back and forth on the input shaft, while turning with
the shaft.

Conventional clutch brakes are designed to be used

when shifting from neutral to first or reverse.
Unlike some clutch brakes, a conventional clutch
brake is not used to aid upshifting.

Limited Torque Clutch Brake

A limited torque clutch brake
enables faster upshifts in
addition to shifting into first
and reverse.
When the truck is moving
and the clutch brake is
engaged, it slows the
transmission input shaft,
allowing the speed of the
transmission input shaft to
synchronize quickly with the
transmission countershafts.

Torque-limiting Clutch Brakes

They are designed to slip
when torque loads of 20 to
25 pound-feet are reached.
This protects the brake from
overloading and heat
damage.
This type of clutch brake is
used only when shifting into
first or reverse while the
vehicle is stationary.

Two-piece Clutch Brakes

Sold by aftermarket
suppliers
Can be quickly installed
without removing the
transmission
Do not damage the
transmission input
shaft when cutting out
the defective clutch
brake with an
oxyacetylene torch.

Mechanical Clutch Linkage

Mechanical linkages
used in heavy-duty
trucks
The first uses levers to
multiply pedal
pressure applied by
the driver.
The second type links
the clutch pedal and
release fork by means
of clutch control cable.

Hydraulic Clutch Linkage

The clutch is disengaged by
hydraulic fluid pressure
sometimes assisted by an
air servo cylinder.
A typical system:

Master cylinder
Hydraulic fluid reservoir
Air-assisted servo cylinder
Rigid and flexible hydraulic
lines

Solo Clutches
Adjustment-free clutches such as the Eaton Fuller
Solo medium- and heavy-duty clutch family claims
zero maintenance during the life of the clutch.
A wear indicator is used to:
Monitor remaining clutch life and provide an alert
when replacement is required

Once the clutch pack assembly has been correctly

set up, the release bearing position is maintained
as the clutch wears, and free travel is maintained.
The release bearing requires grease on a PM
schedule.
Adjustment is verified only during an inspection.

Clutch Adjustments
Too much free pedal prevents complete
disengagement of the clutch.
Too little free pedal causes clutch slippage, heat
damage, and shortened clutch life.
As the friction disc facings wear through normal
operation, free pedal will gradually decrease.
If inspection indicates clutch free pedal travel is less
than 1/2 inch, adjustment of the clutch is required.
Do not wait until no free pedal exists before making
this adjustment.

Pull-type Clutch Adjustment

Pull-type clutches may require a two-step
adjustment to obtain the specified free travel and
free pedal specifications.
The first step is a release bearing free travel
adjustment that may not be required.
The second step is a pedal or linkage adjustment.

The free travel adjustment should be performed

first. Free travel adjustment is usually an internal
adjustment; however, some clutch models are
equipped with an external quick-adjust mechanism.

Internal Adjustment
Mechanisms Angle Spring Clutch
There are three basic types of adjustment
mechanisms currently in use on angle coil
spring clutches used in heavy-duty truck
applications.
Two are manual-adjusting mechanisms and
the third category includes several types of
self-adjusting mechanisms.
Lock-strap mechanism
Kwik-adjust mechanism
Wear compensator

Kwik-adjust Mechanism
The adjustment is made
using a socket wrench to
turn the adjusting bolt.
Using a 3/4-inch socket
(12 point) or box-end
wrench, depress the
adjusting nut and rotate to
make the adjustment. The
Kwik-adjust will reengage
at each quarter turn.
Ensure that the adjusting
nut is locked in position
with the flats aligned to the
bracket.

Clutch Brake Setting

Insert a 0.010-inch thickness gauge between the release bearing
and the clutch brake.
Depress the clutch pedal until the thickness gauge is squeezed
firmly.
Let the pedal up slowly until the gauge can be pulled out and
note the position of the pedal in the cab. It should be 1/2 to 1
inch from the end of the pedal stroke.
To adjust the clutch brake setting, shorten or lengthen the
external linkage according to service literature procedure. If the
specified adjustment cannot be obtained, check the linkage for
excessive wear and pedal height.
Reinstall the inspection cover.

Clutch Servicing
When it is determined that the clutch is not
operating properly and is in need of servicing, the
transmission and clutch cover assembly must be
removed to access the clutch pack assembly.
Parts that are worn or damaged must be replaced.
If the pressure plate, springs, release levers, etc.,
are damaged, the complete clutch assembly should
be replaced.
Clutch rebuilding is usually performed only by clutch
specialty rebuilding shops.

Pilot Bearing Replacement

Whenever the clutch is
serviced or the engine is
removed, the pilot bearing in
the flywheel should be
removed and replaced.
Use an internal puller or a
slide hammer to remove the
pilot bearing.
Discard the used pilot
bearing.

Clutch Inspection
Check the following surfaces:
Flywheel housing
Transmission clutch housing
Flywheel

Measure the run-out of:

Flywheel outer surface

Flywheel housing pilot
Flywheel housing face
Pilot bearing bore

Check the crankshaft endplay.

Intermediate Plate
Drive slots and tabs
On 14-inch clutches, inspect the slots for the drive pins.
On 15--inch clutches, inspect the tabs on the outer edge.
Cracks
Make sure the plate is not cracked.
Heat damage
Heat discoloration is a normal condition.
Heat discoloration can be removed with an emery cloth.
If heat discoloration cannot be removed, replace the center
plate.
Thickness
Use a micrometer or caliper to measure the thickness.
Warpage
Make sure the center plate is flat and not warped by measuring
runout.

Pilot Bearing
Although the pilot bearings should be
replaced whenever the clutch is removed,
inspect the used pilot bearing for wear and
damage.
Determine and correct the cause of the wear
and damage.

Caution
Tap on the outer race of the pilot bearing
only.
Make sure it is seated properly in the bearing
bore.
This bearing must have a press fit within the
pilot bearing bore. Never stake a loose pilot
bearing, because it will eventually spin in the
bore.

Caution
Some heavy-duty clutches have thicker
intermediate plates and thinner super buttons
than standard clutches.
Do not intermix these components.

Solo Clutch Problems

Use Eaton/Dana service literature to
troubleshoot Solo clutches.
The Solo Heavy Duty Troubleshooting guide
(CLTS-1295) is a free download from
www.roadranger. com.

Summary (1 of 6)
The components of a clutch assembly can be
grouped into two basic categories: driving members
and driven members.
Driving members include the flywheel, clutch cover,
pressure plate, pressure springs and levers,
intermediate plate, adapter ring, and adjustment
mechanisms.
Driven members include friction discs and the
transmission input shaft.

A clutch can be released or disengaged by one of

two methods: push-type clutch or pull-type clutch.

Summary (2 of 6)
Clutch brakes are found in some pull type
clutches and can be grouped into four types:
conventional, limited torque, torque-limiting,
and two-piece clutch brakes.
The clutch linkage, which connects the clutch
pedal to the release fork or yoke, can be one
of three types: mechanical, hydraulic, and air
control.

Summary (3 of 6)
Clutches should be checked periodically for
proper adjustment and lubrication.
The major cause of clutch failure is excess
heat.
Most heat-related damage is related to driver
abuse.
Heat damage results from starting in the
incorrect gear, shifting or skip-shifting, riding
the clutch pedal, and improper coasting.

Summary (4 of 6)
Free pedal, or pedal lash, is the amount of
free play in the clutch pedal in the cab.
This measurement is directly related to free
travel, which is the clearance distance
between the release yoke fingers and the
clutch release.

There are two basic manual adjustment

methods used on angle coil spring clutches:
(lockstrap and Kwik-Adjust).

Summary (5 of 6)
Adjustment-free clutches such as the Solo
clutch should automatically adjust for the life
of the clutch pack.
The only maintenance required is periodic
lubrication of the release bearing mechanism.

Pull-type clutches with perpendicular springs

use a threaded sleeve and retainer assembly
that can be adjusted to compensate for disc
lining wear.

Summary (6 of 6)
Asbestos and non-asbestos fibers could pose
a health risk. Technicians should take the
appropriate safety precautions when servicing
clutches.
The following should be checked in a clutch
inspection.
Transmission bell housing, flywheel housing,
flywheel drive pin, release fork and shaft, input
shaft, pressure plate and cover assembly,
clutch discs, friction facings, center plate, and
pilot bearing.