The linings are extremely oily or greasy

 

Origin:

• • Defective gearbox or engine seal
  • Too much grease on the gearbox input shaft or pilot bearing
  • Leaks in the hydraulic operation system

 

Result:

Reduction of the coefficient of friction of the linings

The clutch lining is burnt or worn

 

Origin:

• • Allowing the clutch to grind constantly
  • Starting in too high a gear
  • Defects in the release system, lack of clutch play, stiffness
  • Presence of grease/oil
  • Flywheel depth too large

 

Result:

Overheating can cause severe damage to the lining binder

The lining does not grip over the entire surface

 

Origin:

• • Flywheel has not been reworked
  • Heavily grooved friction surface

 

Result:

Initially, the lining can only grip annularly in certain areas

 

Note:

With a new pressure plate, the lining initially only grips on the outside (larger friction radius) so that the new parts can achieve full transmission performance before they are fully run in.

 

Not a fault. Quality feature.

The clutch pressure plate overheats

 

Origin:

• • Allowing the clutch to grind constantly
  • Presence of grease/oil
  • Defects in the release system, lack of clutch play, stiffness
  • Reworking error - flywheel depth too large

 

Result:

Reduction in the coefficient of friction of the linings due to the constant slipping of the clutch, the heat absorption capacity is exceeded due to insufficient contact pressure. The result: major overheating

Friction rust in the hub profile

 

Origin:

Grease was not applied correctly during installation

 

Result:

The clutch disc does not slide on the transmission shaft, but gets stuck.
The clutch lining is still in contact with the friction surface of the flywheel.
Initially, body complaints may be noticeable.

 

Note:

Always use high-performance lubricating grease.

The lining is chipped/worn

 

Origin:

• • Driving at a high rolling speed and in low gear with the clutch pedal depressed. Clutch disc exceeds burst speed.
  • Shifting from a high gear to a gear that is too low

 

Result:

Fragments from the lining get stuck in the flywheel or pressure plate housing

 

Note:

The engine is completely unaffected because the burst speed of the linings is 1.7 to 2 times higher than the maximum engine speed. Overheated linings burst sooner.

The clutch no longer disengages

 

Linings stick because they are oily or greasy:

Replace the clutch disc

 

The hydraulic release does not provide the required release travel: 

Vent the release system

 

Defective or stiff pilot bearing:

Replace the damaged parts

 

The push-off device in two-disc coil spring clutches is not set correctly:

Set correctly

 

The possible causes and their origin:

If the clutch is not disengaging, the problem may not be directly related to the clutch itself. In most cases, the fault is in the release system or the pilot bearing no longer rotates or the mandatory installation instructions were not followed.

 

Check:

• • Were all technical check points observed during installation?
  • Check the release system
  • Are there any worn parts (cables, hydraulics, pivot points)?
  • Is the setting correct?

Clutch operation by conventional hydraulics

 

Possible damage/problems and results:

• • Leaking or pressure loss: The prescribed release travel is not achieved
  • Air in the system: The prescribed release travel is not achieved, it springs when engaging the clutch
  • The cable is soft or stretches under pressure: Loss of travel when disengaging the clutch
  • The cable is swollen, the cross section is constricted
  • The piston in the slave cylinder is stiff or stuck: due to contamination or corrosion in the slave cylinder, the piston does not slide cleanly or seizes.

Result:

The clutch cannot be operated, does not disengage, jerks or slips.

Clutch operation by hydraulics with concentric slave cylinder

 

Possible damage/problems and results:

• • Leaking/pressure loss: The prescribed release travel is not achieved
  • Air in the system: The prescribed release travel is not achieved, it springs when engaging the clutch
  • The cable is soft or stretches under pressure: Loss of travel when disengaging the clutch
  • The cable is swollen, the cross section is constricted

 

Result:

• • Spongy operation
  • The clutch does not disengage, jerks or slips