Lipe Clutch Installation Service Manual 40f4d

CONTENTS GENERAL • • • • • • • • • • •

CLUTCH CONSTRUCTION CLUTCH OPERATION CLUTCH INSTALLATION AND FLYWHEEL PREPARATION DRIVEN DISCS AND IDENTIFICATION CLUTCH HOLD DOWN BOLTS RELEASE YOKE AND CATAPULT MECHANISMS CLUTCH ADJUSTMENT WEAR INDICATION LUBRICATION OF RELEASE BEARING CLUTCH ACTUATION SYSTEMS UPSHIFT BRAKE

Page -2-2-2-4-4-5-6-8-9-9-10-

14-2 LP POT FLYHWHEEL • • • • •

CUTAWAY DETAIL CHECKIING DRIVE PINS INTERMEDIATE PLATE CLUTCH INSTALLATION CLUTCH HOLD DOWN BOLTS

-11-11-13-13-14-

14-2 LP FLAT FLYHWHEEL • • • •

CUTAWAY DETAIL INTERMEDIATE RING AND INTERMEDIATE PLATE CLUTCH INSTALLATION CLUTCH HOLD DOWN BOLTS

-15-16-16-17-

15 ½ -2 LP FLAT FLYHWHEEL • • •

CUTAWAY DETAIL CLUTCH INSTALLATION CLUTCH HOLD DOWN BOLTS

-18-18-19-

15/380-2 LP FLAT FLYHWHEEL • • • •

CUTAWAY DETAIL INTERMEDIATE RING AND INTERMEDIATE PLATE CLUTCH INSTALLATION CLUTCH HOLD DOWN BOLTS

SERVICE PROBLEMS AND SOLUTIONS COMMON SERVICE PROBLEMS LIPE TOOLS

-20-20-21-23-24-25-34-

LIPE HELPLINE 1-877-642-2419

1|Page

GENERAL ________________________________________________________________________________ 1. CLUTCH CONSTRUCTION. 14”, 15 ½ “ & 15/380 The LIPE clutch assemblies described in this manual are of a pull type, dry disc design and incorporate an adjustable clutch release bearing assemblies. Adjustment of the release bearing assembly compensates for the disc friction wear throughout the clutch life and maintains the operating clearance for the upshift clutch brake. 2. CLUTCH OPERATION Depressing the clutch pedal pulls the release bearing assembly back towards the transmission. Retraction of the pressure plate relieves the pressure on both the driven discs and intermediate plate. Full disengagement occurs when the release bearing assembly is actuated 0.5” (13mm). Releasing the clutch pedal allows the release bearing assembly to travel back towards the flywheel, slowly re-engaging the clutch assembly. 3. CLUTCH INSTALLATION AND FLYWHEEL PREPARATION. 14”, 15 ½“ & 15/380 Before installing the clutch assembly ensure that the flywheel friction face is free on heat cracks, scouring, dishing and taper. If it is found necessary to remove the flywheel for rework or replacement, when re-assembled, it is essential that the flywheel and flywheel housing are realigned, see fig 1 for alignment checks.

Fig. 1 3.1

Checking for Flywheel Misalignment The centre line or axis of the engine, crankshaft, flywheel, clutch and transmission shall be common to these units with a permissible variation of not more than 0.005” (0.13mm) between any or all of these .

2|Page

3.2 Additional Flywheel Checks 3 Flat flywheels without location are normally supplied with piloted /8” UNC bolt holes to centralize the clutch assembly, see fig 2. If the flywheel is re-worked by regrinding the friction face then the counterbore and thread depth must be re-qualified to ensure that the bolts do not bottom in the counterbore or the bottom of the stepped hole.

Fig. 2 RECOMMENDED COUNTERBORE Pot flywheels are in general produced for use with the 14-2LP pull type clutch assemblies. The flywheel pot has a depth of 2.937” +/- 0.005” (74.6mm +/- 0.13mm) from the friction face to the clutch flange seating. LIPE supply a tool, Part No. TCT-003 to check this dimension, see fig 3.

Fig. 3

3|Page

4. DRIVEN DISCS AND IDENTIFICATION All LIPE driven discs are Part marketed and identified “PRESSURE PLATE SIDE” and “FLWHEEL SIDE”. Twin plate clutch driven discs should be installed as shown on fig 4. Before driven discs are installed the splines in the disc hub must be smeared with a coating of a high melting point grease.

Fig. 4 5. CLUTCH HOLD DOWN BOLTS All LIPE Pull Type clutches have 3 hold down bolts screwed into the pressure plate to retain the clutch clamp load. These 3 bolts must be removed once the clutch assembly has been fully fitted to the flywheel and before the clutch alignment tool is removed from the clutch assembly. One of the hold down bolts secures a caution tag, see fig 5.

Fig. 5

4|Page

6. RELEASE YOKE AND CATAPULT MECHANISMS Ensure that the release bearing assembly is positioned with the Yoke or Catapult (shown in fig 6 and 6a) in with the wear pad on the bearing housing.

5|Page

7. CLUTCH ADJUSTMENT When the vehicle transmission has been re-installed all LIPE pull type clutches must be adjusted as follows.

7.1 With the inspection cover removed, the LIPE adjusting bar TCT-013 is used to unlock the release bearing assembly sleeve locking-nut.

7.2 The TCT-013 bar is then placed between the transmission brake and release bearing assembly, to obtain a release bearing travel clearance of ½” (13mm). Release travel clearance is set by turning the slotted adjustment nut (nearest the release bearing).

6|Page

7.3 Completing the adjusting procedure, the release bearing assembly sleeve locking-nut is locked back into position against the spider.

7.4 General view showing the ½” (13mm) release travel clearance between the release bearing assembly cover and transmission brake. The space between the lock-nuts is also clearly visible. Note: For transmissions having a sprung-type front end, the release travel clearance should be 7 set at /16” (11mm).

7|Page

8. WEAR INDICATION LIPE’s unique wear indication for friction face wear is applicable to all our twin plate pull type units and is shown pictorially below in the new, half worn and fully worn out conditions.

5

8.1 The 14” model, shown here as it leaves the LIPE factory, in the new condition with /16” (8mm) gap between locking and adjusting nut.

8.2

Mid-way along wear life – approximately 1” (25mm) between lock-nuts.

8|Page

5

8.3 Fully worn condition – clutch needs replacing. 1 /8” (41mm) nominal gap between locking and adjusting nuts.

9. LUBRICATION OF RELEASE BEARING The clutch release bearing on all pull type clutches rotates at the engine speed. Consequently this bearing will require the occasional shot of lubrication. LIPE use and recommend a high temperature grease for all their clutch release bearings. 10. CLUTCH ACTUATION SYSTEMS Three types of systems are used to operate LIPE clutches and should be set up as per vehicle manufacturer’s manual. These are:Mechanical Hydraulic Air / Hydraulic For transmissions with plain primary shaft front bearing covers, the requirement from any of the above systems is that when the clutch pedal is fully depressed in the cab by the driver, the clutch release bearing assembly must move back towards the transmission a minimum of ½” (13mm). If this is not achieved the system must be checked to locate the reason for the loss of travel. For transmission with Spring-type primary shaft front bearing covers, the clutch release 7 bearing assembly must move back towards the transmission a minimum of /16” (11mm). In both cases, if the release bearing assembly movement is not achieved the system must be checked to locate the reason for the loss of travel.

9|Page

11. UPSHIFT BRAKE

CAUTION: Never apply the transmission brake when making downshifts! The purpose of the transmission brake is to stop the transmission from rotating, in order to engage the transmission gears quickly, in making an initial start. The brake will also facilitate making upshifts so the next higher gear may be engaged without clash. The clutch pedal should never be fully depressed before the transmission is put in neutral. If the transmission brake is applied with the transmission still in gear, a reverse load will be put on the gears, making it difficult to get the transmission out of gear. At the same time it will have the effect of trying to stop or decelerate the vehicle with the transmission brake and rapid wear of the friction discs will take place, necessitating frequent replacements. Also considerable heat will be generated which will be detrimental to the release bearing and transmission front bearings. USE TRANSMISSION UPSHIFT BRAKE FOR INITIAL GEAR ENGAGEMENT AND UPSHIFTING

Fig. 7 – Operating Instructions for Clutch/Transmission Brake

Fig. 8 – Upshift brake kit in position against transmission brake.

10 | P a g e

14-2 LP POT FLYWHEEL _____________________________________________________________________________ 12. CUTAWAY DETAILS 14-2LP POT FLYWHEEL

Fig. 9 LIPE 14” Twin Plate clutch assembly for pot flywheels 13. CHECKING DRIVE PINS The 14-2 LP pot flywheel is fitted with 6 drive pins located in the wall of the flywheel. These pins drive the 6 slot intermediate plate and it is important that the intermediate plate moves freely over the drive pins. To ensure free movement of the intermediate plate, the drive pins should be positioned and aligned using the LIPE tool TCT-001. The pins should be set flush to the flywheel wall with the flats on the head square to the flywheel friction face, see Fig. 10.

Fig. 10

11 | P a g e

13.1 If the drive pins are “out of square” to the friction face then the following should be undertaken :i) Replace the grub screw holding the drive pins. ii)

Place TCT-001 tool over the drive pin head and re-align until TCT-001 tool is flat to flywheel friction face (see Fig 10 and 11)

iii)

Tighten each grub screw to secure drive pin in position before removing TCT001.

13.2 IMPORTANT:- Always use drive pin alignment tool TCT-001 when fitting new and checking existing drive pins.

Fig. 11

12 | P a g e

14. INTERMEDIATE PLATE The intermediate plate operates between the flywheel and pressure plate discs. The intermediate plate is driven by the 6 drive pins and it is critical that the intermediate plate moves freely over the drive pins. To ensure free movement of the intermediate plate, the clearance between the flattened head of the drive pin and slot must be checked. 14.1

This check is carried out as follows:i) Place flywheel disc into flywheel and slide intermediate plate over driven pins. ii) Using feeler gauges check that the clearance is 0.006”/0.014” (0.15mm/0.36mm) on the same side of each of the 6 drive pins. (see Fig. 12).

Fig. 12

In operation this will result in a 0.003”/0,007” (0.08/0.18mm) clearance each side of the drive pin allowing the intermediate plate to move freely. iii) If clearance condition is not achieved, remove the intermediate plate and rotate to the next slot and re-check. iv) If clearance still cannot be obtained, remove the intermediate plate and flywheel disc and re-check drive pin alignment. (see section 13). 15. CLUTCH INSTALLATION 14-2LP Having carried out all specified checks and lubrication, the unit can now be installed. 15.1

Place flywheel disc into flywheel with disc marked “flywheel side” towards flywheel friction face.

15.2

Locate intermediate plate as previously described in section 14.

15.3

Using LIPE clutch disc alignment tools – TCT-015 for 1¾” – 10 splines or TCT-016 for 2” – 10 splines, slide the alignment tool through the pressure plate disc from the side marked “pressure plate side”. Offer the alignment tool and disc up to the flywheel and slide through flywheel disc. Push forwards until the alignment tool spigot locates in the flywheel spigot bearing.

15.4

Now lift and offer the clutch cover assembly and release bearing assembly over the alignment tool and push forward until the clutch flywheel engages into the flywheel pot.

13 | P a g e

15.5

Fit and tighten the clutch mounting bolts in the sequence shown to a torque of 35/40 lbs ft, (47/54Nm) see Fig. 13

Fig. 13

16. CLUTCH HOLD DOWN BOLTS All LIPE pull type clutches have 3 hold down bolts screwed into the pressure plate to retain the clutch clamp load. These 3 bolts must be removed once the clutch assembly has been fully fitted to the flywheel and before the clutch alignment tool is removed from the clutch assembly. One of the hold down bolts secures a caution tag, see Fig. 14

Fig. 14

14 | P a g e

14-2 LP FLAT FLYWHEEL _____________________________________________________________________________ 17. CUTAWAY DETAIL

Fig. 15 LIPE 14” Twin Plate clutch assembly for flat flywheels.

15 | P a g e

18. INTERMEDIATE RING AND INTERMEDIATE PLATE The 14-2LP flat flywheel twin plate assembly uses an independently mounted Intermediate ring to convert the flywheel from flat to semi-pot. The Intermediate ring houses the flywheel disc and intermediate plate, see fig. 15.

18.1 The intermediate plate has driving lugs which fit mating slots in the INTERMEDIATE RING, see fig. 16. 18.2 Before installing the clutch, the intermediate plate “A” should be set into the driving slots of the INTERMEDIATE RING “B” to make sure that the intermediate plate moves freely, and the clearance between the INTERMEDIATE RING drive slots and lugs are checked. The allowable clearance is 0.003”/0.007” (0.80/0.18mm) on each side of the drive lug, see fig. 16. 18.3 If the clearance condition is not achieved, remove the intermediate plate, rotate one slot and recheck. 19. CLUTCH INSTALLATION 14-2LP FLAT FLYWHEEL

19.1 The two disc assemblies for the twin plate clutch are not identical. Both discs are marked either “FLYWHEEL SIDE” or “PRESSURE PLATE SIDE”. They must be positioned with the side of the marked disc to the respective part, see fig.4. 19.2 Having carried out all specified checks and lubrication, see section 4 on page 3 and section 9 on page 5, the unit can now be installed. 19.3 Ensure flywheel is free from dirt and grease. 19.4 Using two 3” guide studs installed in opposite holes in the flywheel, position and slide the INTERMEDIATE RING on the guide studs up against the flywheel so that the ventilating slots are on the flywheel side. 19.5 Place flywheel disc into INTERMEDIATE RING with disc marked “FLYWHEEL SIDE” towards flywheel friction face. 19.6 Position intermediate plate into INTERMEDIATE RING in accordance with 18.2 and 18.3.

16 | P a g e

19.7 Using Lipe driven disc alignment tools, either TCT-015 for 1¾”-10 splines, slide the alignment tool through the pressure plate disc from the side marked “PRESSURE PLATE SIDE.” Offer the alignment tool and disc up to and slide through flywheel disc. Push forwards until the alignment tool spigot locates in the flywheel spigot bearing, see fig.17.

19.8 Now lift and offer the clutch cover assembly and release bearing assembly over the alignment tool using the two guide screws and push forward until the clutch assembly comes up against the INTERMEDIATE RING. Fit cover assembly using 10 off spring washers and 10 hexagonal bolts and finger tighten. Remove guide screws and fit the remaining two bolts. 19.9 Tighten the clutch mounting bolts in the sequence shown to a torque of 35/40 lbs ft (47/54 Nm), see fig.18

FIG. 18 20. CLUTCH HOLD DOWN BOLTS All Lipe pull type clutches have 3 hold down bolts screwed into the pressure plate to retain the clutch clamp load. These 3 bolts must be removed once the clutch assembly has been fully fitted to the flywheel and before the clutch alignment tool is removed from the clutch assembly. One of the hold down bolts secures a caution tag, see fig.19.

17 | P a g e

FIG.19

18 | P a g e

15 ½ -2 LP FLAT FLYWHEEL _____________________________________________________________________________ 21. CUTAWAY DETAIL 15½-2LP

FIG. 20 Lipe 15½” Twin Plate Pull Type clutch assembly for flat flywheel. 22. CLUTCH INSTALLATION 15½-2LP The 15½” Twin Plate clutch assembly is a flat flywheel type and both discs and intermediate plate are housed inside he cover assembly. 22.1 Before installing this assembly onto the flywheel, the cover drive slot and intermediate drive lug clearance must be checked in the assembled condition by first placing the pressure plate disc into the clutch assembly, with the ‘pressure plate’ marking towards the pressure plate, and then inserting the intermediate plate. Check the clearance between the lug and slot 0.003/0.007” (0.08/0.18mm), see page 8, fig.16. 22.2 If clearance is not obtained, remove intermediate plate and rotate one slot, insert into the cover and re-check clearance. 22.3 The flywheel disc should now be placed into the cover assembly as show in fig.20, with the side marked “FLYWHEEL SIDE” facing the flywheel (see fig.4). slide the appropriate clutch disc alignment tool, TCT-015 for 1¾ - 10 splines for TCT-016 for 2” – 10 splines, through the full assembly. This is then lifted up and bolted onto the flywheel, tightening the bolts in sequence, see fig 21 to 50/55 lbs ft (67/74 Nm).

19 | P a g e

FIG. 21 23. CLUTCH HOLD DOWN BOLTS All Lipe pull type clutches have 3 hold down bolts screwed into the pressure plate to retain the clutch clamp load. These 3 bolts must be removed once the clutch assembly has been fully fitted to the flywheel and before the clutch alignment tool is removed from the clutch assembly. One of the hold down bolts secures a caution tag, see fig 22.

FIG.22

20 | P a g e

15/380-2 LP FLAT FLYHWHEEL _____________________________________________________________________________ 24. CUTAWAY DETAIL 15/380-2LP

Fig. 23 Lipe 15/380 Twin plate pull type clutch assembly with an INTERMEDIATE RING for flat flywheel. 25. INTERMEDIATE RING AND INTERMEDIATE PLATE The 15/380-2LP flat flywheel twin plate assembly uses an independently mounted INTERMEDIATE RING to convert the flywheel from flat to semi-pot. The INTERMEDIATE RING houses the flywheel disc and intermediate plate, see fig. 23. 25.1 The intermediate plate has driving lugs which fit into mating slots in the INTERMEDIATE RING, see fig. 24.

21 | P a g e

25.2 Before installing the clutch, the intermediate plate “A” should be set into the driving slots of the INTERMEDIATE RING ”B” to make sure that the intermediate plate moves freely, and the clearances between the INTERMEDIATE RING drive slots and lugs are checked. The allowable clearance is 0.003/0.007” (0.08/0.18mm”) on each side of the drive lug, see fig. 24. 25.3 If the clearance condition is not achieved, remove the intermediate plate, rotate one slot and recheck. 26. CLUTCH INSTALLATION 15/380-2LP 26.1 The two disc assemblies for the twin plate clutch are not identical. Both discs are marked either “FLYWHEEL SIDE” or “PRESSURE PLATE SIDE”. They must positioned with the side of the marked disc to the respective part, see fig. 4. 26.2 Having carried out all specified checks and lubrication, see section 4 on page 3 and section 9 on page 5, the unit can now be installed. 26.3 Ensure flywheel is free from dirt and grease. 7

”

26.4 Both INTERMEDIATE RING to flywheel using 2 off /16 socket headed screws in counter bored holes, see fig. 25.

FIG. 25

22 | P a g e

Note: LIPE flywheel adaptor kit AK-L0614 is for Cummins and Caterpillar engines and adaptor kit AKL0796 for Perkins (Rolls Royce) and Gardner engines. 26.5 Place flywheel disc into INTERMEDIATE RING with disc marked “FLYWHEEL SIDE” towards flywheel friction face. 26.6 Position intermediate plate into INTERMEDIATE RING in accordance with 25.2 and 25.3. 26.7 Using Lipe clutch disc alignment tools, either TCT-015 for 1¾”-10 splines or TCT-016 for 2”-10 splines, slide the alignment tool through the pressure plate disc from the side marked “PRESSURE PLATE SIDE”. Offer the alignment tool and disc up to and slide through flywheel disc. Push forwards until the alignment tool spigot locates in the flywheel spigot bearing, see fig. 26

FIG. 26 26.8 Now lift and offer the clutch cover assembly over the alignment tool and release bearing assembly over the alignment tool and push forward until the clutch assembly comes up against the 7 INTERMEDIATE RING. Fit cover assembly using 10 off spring washers and /16” hexagonal bolts and finger tighten, ensuring that the clearance slots in the cover flange are aligned with intermediate plate drive lugs to ensure full pressure plate movement, see fig. 27.

FIG. 27 Note: Intermediate plate must be fitted with markings as shown on drive lug, see fig. 24.

23 | P a g e

26.9 Tighten clutch mounting bolts in sequence, see fig. 28 to 50/55lbs ft (67/74Nm).

FIG. 28 27. CLUTCH HOLD DOWN BOLTS All LIPE pull type clutches have 3 hold down bolts screwed into the pressure plate to retain the clutch clamp load. These 3 bolts must be removed once the clutch assembly has been fully fitted to the flywheel and before the clutch alignment tool is removed from the clutch assembly. One of the hold down bolts secures a caution tag, see fig. 29.

FIG. 29

24 | P a g e

SERVICE PROBLEMS AND SOLUTIONS ________________________________________________________________________________ PROBLEM / SOLUTION CHATTER 1. Loose, broken or worn engine mounts 2. Pedal linkage worn 3. Loose or cracked clutch housing 4. Spring shackles and mountings loose or worn 5. Misalignment 6. Oil or grease on facings 7. Warped or bent driven disc assembly 8. Improper disc facing thickness 9. Worn pilot bearing 10. Wrong spring pressure in cover assembly 11. Release levers not parallel

1. Tighten or replace 2. Replace linkage 3. Tighten or replace 4. Tighten or replace 5. Re-align 6. Install new disc assembly and correct oil leak 7. Install new disc assembly 8. Replace 9. Replace 10. Replace with proper cover assembly 11. Recheck installation

AGGRESSIVE 1. Worn or loose pedal linkage 2. Excessive backlash in power train 3. Warped driven disc 4. Worn hub spines 5. Worn splines on input shaft 6. Improper facing material 7. Loose cerametallic button facing 8. Burned cerametallic button facing

1. Replace or tighten 2. Adjust or replace worn parts 3. Install new disc assembly 4. Install new disc assembly 5. Replace shaft 6. Install proper disc assembly 7. Install new disc assembly 8. Install new disc assembly

INSUFFICIENT RELEASE 1. Broken or loose engine mounts 2. Worn or loose pedal linkage 3. Excessive idle speed 4. Loose or worn facing 5. Improper facing material 6. Warped or bent driven disc 7. Worn hub splines 8. Worn or rusty splines on input shaft 9. Worn pilot bearing 10. Worn or misaligned drive pins 11. Insufficient release bearing travel

1. Replace or tighten 2. Replace or tighten 3. Adjust to factory specification 4. Install new disc assembly 5. Install proper disc assembly 6. Install new disc 7. Replace with new disc assembly 8. Clean or replace 9. Replace 10. Replace or re-align 11. Repair or replace linkage

HARD PEDAL 1. Worn pedal linkage 2. Worn cross shaft, cross shaft bushing or yoke 3. Binding in pedal linkage (Rod or cable) 4. Excessive spring pressure in cover assembly 5. pad of release bearing assembly worn by release yoke.

1. Replace with new linkage 2. Replace with new cross shaft, bushing or yoke 3. Lubricate, adjust or replace 4. Install proper cover assembly 5. Replace release bearing assembly and release yoke. Also check for proper alignment to provide best linkage operating positions.

25 | P a g e

SERVICE PROBLEMS AND SOLUTIONS ________________________________________________________________________________ PROBLEM / SOLUTION SLIPPAGE 1. Oil or grease on facing 2. Loose or worn facings 3. Flywheel burned, checked, cracked or dished 4. Insufficient plate pressure 5. Binding in pedal linkage 6. Improper facing material 7. Incorrect flywheel depth 8. Incorrect disc thickness VIBRATION 1. All or part of power train out of balance 2. One or more units in power train out of balance 3. Worn spline shaft 4. Worn crankshaft bearings 5. Worn drive pins or slots 6. Worn or loose engine mounts 7. Loose or out of balance universal ts 8. Clutch out of balance 9. Worn disc splines

1. Install new disc assembly and correct oil leak 2. Install new disc assembly 3. Replace or regrind to manufacturer's specifications 4. Install new cover assembly 5. Lubricate and adjust 6. Use correct facing or replace disc assembly. 7. Grind flywheel to manufacturer's specifications or replace. 8. Install new disc assembly.

1. Check each unit individually and recheck as a complete assembly 2. Replace faulty component 3. Replace 4. Replace 5. Replace drive pin, flywheel and, or intermediate plate 6. Replace or tighten 7. Tighten or replace, check for balance 8. Install balanced unit 9. Replace disc assembly

26 | P a g e

COMMON SERVICE PROBLEMS ________________________________________________________________________________

RELEASE BEARING ASSEMBLY WEAR PADS It is good policy to always inspect the release bearing assembly wear pads. Uneven or wear would indicate release yoke, cross haft or cross shaft bushing wear.

BURNED FACING Overheating and consequential damage can be created by clutch slippage, whether it be by a driver nd rd “riding” the clutch, incorrect clutch adjustment or by the driver that is making 2 or 3 gear starts. st Always try to keep the clutch slip cycles as short as possible. This means 1 gear starts, and keeping the left leg from resting on the clutch pedal.

27 | P a g e

SPLINE WEAR Accelerated spline wear is caused by engine or driveline torsional vibration. Engine and driveline vibration increases as the vehicle gets older. This is due to driveline component wear and decreasing engine performance.

IRREGULAR FACING In most cases this wear pattern is caused by a flywheel or pressure plate that is not flat. Each time the clutch assembly is replaced, the flywheel should be checked for taper.

DAMPENER FAILURE

28 | P a g e

A broken dampener spring or dampener centre that has failed is the result of severe torsional vibration, shock loading or incorrect disc assemblies for a particular engine application.

HUB OR DAMPENER ING THE RELEASE BEARING ASSEMBLY This problem can be solved by adjusting the clutch properly. The correct adjustment (release bearing clearance gap) on a pull type clutch is ½” (13mm) gap between the release bearing assembly and the clutch brake. 7 Note: Transmissions with a sprung-type front end, the release travel is a set at /16” (11mm).

CERAMIC BUTTON FLAKE This type of failure is the result of severe heat caused by excessive clutch slippage.

WORN TRANSMISSION INPUT SHAFT

29 | P a g e

This photo shows a transmission input shaft with severe spline wear. In order for the clutch to operate properly, the disc assemblies must float (slide) freely on the transmission input shaft. Rust, burrs or wear will restrict the disc movement causing clutch drag, vehicle creep and gear clash.

THROWN FACING (Dynamic burst) This failure is caused by rotating the disc assembly at very high rpm’s while the clutch is disengaged. For example, coasting down a hill or a loading ramp, in gear, with the clutch disengaged. The transmission multiplies the rotational speed of the rear wheels, subjecting the transmission input shaft and the driven disc to rotational speeds that may exceed 10,000rpm.

BROKEN DISC ASSMEBLY Fractured or cracked disc assemblies are caused by misalignment of the input shaft of the transmission to the flywheel friction face and engine crankshaft.

INTERMEDIATE PLATE POUND OUT

30 | P a g e

Whether the pound out is in the lug or the slots the cause is the same – engine and/or driveline torsional vibration. Before you install a new clutch assembly, always that the clearance between the intermediate plate drive slot or lugs and the flywheel is between 0.006” and 0.014” (0.15mm and 0.36mm).

BRAKE TANG FAILURE The normal cause for tang failure is either driveline and engine torsional vibration or misuse of the clutch brake.

RELEASE LINKAGE Worn cross shafts cross shaft bushings or cross shaft yokes can cause clutch drag, gear clash and vehicle creep. Inspect the linkage components carefully and replace them if there are any signs of wear.

HEAT CHECKED/CRACKED INTERMEDIATE PLATE

31 | P a g e

The heat generated by clutch engagement and disengagement has various effects on the intermediate plate. In the normal day-to-day operation where the slip cycles are short, the effect on the intermediate plate will be merely hot spots. As the slip cycle increases in time, so does the heat. The effect on the intermediate plate will be “metal flow” then “heat check” (cracks) and eventually, if the heat is severe enough, the intermediate plate will fracture (break).

HEAT CHECKED/CRACKED PRESSURE PLATE Pressure plates, like intermediate plates, are subject to a great deal of heat during clutch engagement and disengagement. In normal operation, hot spots will appear; however in severe applications where the clutch is allowed to slip excessively, the pressure plate will show signs of burning, scoring, heat checks, cracks and metal flow. If the heat generated by clutch slippage is severe enough, the pressure plate will actually fracture.

TAPERED OR DISHED FLYWHEELS Tapered or dished flywheels prevent the disc assembly from riding flat on the flywheel friction face causing the clutch torque capacity to drop and consequently requiring frequent pedal adjustment. In addition, if a ceramic button disc assembly is used in conjunction with a tapered or dished flywheel, the engagement may be aggressive.

32 | P a g e

FLYWHEEL POT DEPTH Always ensure the flywheel pot depth is within specifications. A flywheel that is too deep may cause premature clutch slippage, while a flywheel that is too shallow could cause a clutch to drag, making the transmission hard to shift.

DAMPENER CENTRE OR HUB ING PILOT BEARING OR CRANKSHAFT BOLTS An over-machined flywheel causes the dampener or hub to or hit the flywheel mounting bolts 5 or pilot bearing. To prevent this a minimum clearance gap of /16” (8mm) must be maintained between the flywheel friction face and the flywheel mounting bolts.

HEAT CHECKED FLYWHEEL Heat checks and cracks act like razor blades and shave off facing material every time the clutch is engaged and disengaged.

33 | P a g e

FLYWHEELS In order to achieve maximum performance and longevity from your LIPE Clutch Assembly, we strongly suggest that the flywheel be restored to original condition by machining or replacement.

INTERMEDIATE PLATE HANG UP Drive pin misalignment is one of the most common problems when installing 14-2LP clutch. This fault results in Intermediate Plate Hang up causing clutch drag. Worn or damaged drive pins should be replaced when a replacement clutch is installed.

34 | P a g e

LIPE TOOLS ________________________________________________________________________________

TCT-001

TCT-003

TCT-013

TCT-014, TCT-015, TCT-L0996 & TCT-016

TOOL NO.

DESCRIPTION

TCT-1 TCT-3 TCT-13 TCT-14 TCT-15 TCT-L0996 TCT-16

Drive Pin Alignment Tool Flywheel Depth Gauge Clutch Adjusting Bar Clutch Disc Alignment Tool, 1 ½” X 10 Spline Clutch Disc Alignment Tool, 1 ¾” X 10 Spline Clutch Disc Alignment Tool, 1 ¾” X 10 Spline, 25mm end Clutch Disc Alignment Tool, 2” X 10 Spline

35 | P a g e