BestPracticeGuide_Clutch_2018

Best Practice Guide

FITTING CLUTCH, DUAL MASS FLYWHEELS

AND CONCENTRIC SLAVE CYLINDERS

INCLUDES DSG, 2CT TWIN CLUTCH SYSTEMS

Best choice in the clutch aftermarket

As you would expect from the UK’s largest parts supplier, we offer the widest range of clutch brands partnered with the world’s leading component manufacturers to ensure we bring you a solution to your clutch and flywheel needs.

OE clutch products – LuK is part of the industry leading Schaeffler Group, which includes the brands of LuK, Ina and FAG, and is the world’s leading clutch and flywheel manufacturer. The company has for over 50 years been the dominant force in the innovation and development of the complete transmission system.

OE clutch products – The ZF family includes the product brands Sachs, Lemförder, TRW and Boge and is renowned for expertise, quality and service. ZF Sachs manufacture and supply clutch and flywheel systems for passenger cars, trucks, buses and coaches, light commercial vehicles and agricultural machinery.

OE clutch products – One in three passenger cars in Europe are fitted with a Valeo clutch system, the company is continually developing and extending the range for car, LCV and HGV applications. Renowned quality standards, together with efficient and reliable products have resulted in Valeo becoming an extensive parts supplier to the world’s vehicle manufacturers.

OE clutch products – Japan based Exedy are one of the world’s largest OE manual and automatic transmission manufacturers and are original equipment suppliers to every one of Japan’s car and truck makers. The company was founded in 1923 and the clutch manufacturing division is known throughout the world for supplying quality powertrain products. Exedy is also the undisputed world leader of performance sports and racing clutches.

OE clutch products – The Aisin group are one of the world’s top 5 OE clutch manufacturers and are an integral part of the Toyota group of companies. World renowned for quality and reliability, Aisin hold the largest market share of parts supplied and manufactured for Toyota. Aisin clutch kits combine top quality clutch components to deliver optimal drivetrain efficiency.

OE clutch products – Automotive products, UK based and located in Leamington Spa, manufacture the AP brand of clutch components. AP is an automotive engineering organisation specialising in passenger car and commercial vehicle clutches for both Original Equipment (OE) manufacturers and the automotive aftermarket.

OE Clutch Products – FTE automotive develops and produces components for all kinds of transmissions and for the powertrain, for automated gearshift (ATM) and for dual clutch transmissions (DCT). High quality and durability characterize the demands of our customers with regard to our products and processes.

Aftermarket clutch products – Transmech Blue = 100% New. The Transmech brand is now firmly established as the number one UK aftermarket clutch program. Transmech clutch kits are all competitively priced and offer exceptional value for money. Complete matched sets for reliability, safety and performance are all approved to original equipment specification, every kit comes with the unique “No Quibble” warranty.

Aftermarket clutch products – Transmech Green = 100% Re-manufactured. All products in the range are remanufactured components, these are mainly SAC clutch kits. (Self-Adjusting Clutches). If you are looking for vintage, veteran or other hard to find clutch parts then Transmech Green could be the answer. All units carry the “No Quibble” warranty.

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Best practice guide

Before starting any clutch or flywheel job, it may help to read this guide. The main aim of this document is to help you to avoid some of the most common problems that have been experienced by installers when replacing clutch and flywheel components. It’s very important to road test the car before commencing work as this may highlight symptoms other than those described by the driver. Always ask yourself some questions before starting the job as this can help identify any underlying issues: Before commencing work, always ask yourself, why has this clutch failed? ■ ■ Is the failure due to normal wear and tear or is there another cause? Check the vehicle mileage, as this can indicate a premature failure. Modern clutches usually last between 50,000 and 100,000 miles depending on type of use. Look for clearance issues, judder, noise and pedal pressure. All of these are indicators of additional problems which, if not addressed, will hinder the operation of the new clutch. FITTING CLUTCH, DUAL MASS FLYWHEELS AND CONCENTRIC SLAVE CYLINDERS Take care to look for further tell-tale signs when dismantling the vehicle. It is bad practice to remove the gearbox quickly, without looking for clues, as this may eliminate some of the evidence. Also try to differentiate between clearance and drag. With clearance issues, the bite point will be close to the floor, whilst the bite point is likely to remain in the normal position (a third to half way up the pedal) with drag issues.

Common clutch symptoms include: ■ ■ Clutch slip ■ ■ Clutch drag ■ ■ Poor gear selection

Usual causes include: ■ ■ Normal wear and tear ■ ■ Driver or system misuse ■ ■ Installation failures and mistakes

■ ■ Judder/noise/vibration ■ ■ Components chatter ■ ■ Lack of drive ■ ■ Clearance

■ ■ Other component failure ■ ■ Manufacturing defects ■ ■ Air in the system

If you experience issues after fitting new clutch components, always keep in mind how easy it is to blame the parts when usually this is not the cause at all. In all cases clutch diagnostics require logical thinking and an understanding of how all the parts interact. The most troublesome parts of a clutch are not the friction components; they are the components that engage, disengage and align the disc with the cover and flywheel. These components are critical to a first time trouble-free clutch replacement job.

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General tips

DO NOT use copper grease on or near any part of the clutch system, use the correct spline grease or any high boiling point MOLY or LITHIUM based grease (one example is CERA-TEC brake grease which boils at 1000 degrees). Copper Slip evaporates at 400 degrees and leaves residue that will inhibit movement rather than lubricate.

SPLINE GREASE

USE SPARINGLY – you only need to use a small amount of spline grease. Many clutch problems have been caused by over-greasing the splines. Apply only a small bead of grease, work into the spline with a small brush and remove excess with a wipe, leaving a thin coating.

ALWAYS use the correct tools. It is recommended to use the sac fitting tool when replacing a self-adjusting clutch cover. Failure to do so can result in damage to the cover assembly and possible damage to the dual mass flywheel.

DO NOT take a risk with dual mass flywheel (DMF) replacement, change it every time. The DMF is an integral part of a modern clutch system. Leaving an old DMF in place and fitting just the new clutch assembly is asking for trouble.

ALWAYS replace the concentric slave cylinder (CSC) release bearing. It is false economy to leave an old CSC in situ when replacing the clutch. The release bearing has covered every single engine revolution throughout the life of the clutch.

DO NOT pressure wash any parts of the clutch assembly, especially the DMF.

DO NOT use mole grips or small pliers as hydraulic pipe clamps. Ensure that the correct type of clamping tool (VS0558) is used. Failure to use the correct tool often causes damage to the pipes and subsequent clutch actuation problems due to fluid return issues.

ALWAYS check that all the gearbox locating dowels/sleeves/pins are present. Missing dowels will cause gearbox to vibrate around the bolts and wear clutch splines excessively. Especially important on vehicles fitted with the pull type clutch units – as missing dowels will cause premature release bearing failure.

MISSING flywheel dowells will put excessive force on the clutch bolts, adding strain to the clutch cover.

MISSING gearbox/engine dowells will put excessive force on the gearbox, allowing it to vibrate rotationally and damage the plate centre hub spines.

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Clutch tips

ALWAYS handle a clutch product with care; do not throw or drop the unit, as this may damage or de-adjust the clutch cover.

CHECK the new parts supplied against the old ones you have removed from the vehicle, look for any obvious differences before attempting to fit the unit. There may be differences from one manufacturer to another – if in doubt call one of our field-based technical staff.

CHECK the clutch plate for lateral run-out; this should not exceed 0.5mm. Slide the new clutch plate onto the gearbox splines while the gearbox is out of the vehicle to ensure correct fitment.

ALWAYS handle Self-adjusting clutches with extra care; failure to do so can easily cause the pressure plate to de-adjust.

CHECK that LUK self-adjusting cover assembly surface springs are fully compressed prior to fitting.

ZF Sachs self-adjusting clutch covers have a loose metal lug on the outer edge near the bolt down area. Sometimes you may see the letter E, which stands for Extend, informing you that this is a self-adjusting clutch (usually this is marked on the back of the clutch cover).

THOROUGHLY clean every cover assembly pressure plate (the surface where the drive plate operates) with brake cleaner every time before fitting the new components to the vehicle. Pressure plate surfaces are usually coated with storage protection.

ENSURE that every clutch plate is fitted using the correct alignment tooling.

ENSURE that all self adjusting clutch cover’s are fitted using the SAC clutch fitting tool, this is very important and will eliminate many common problems and warranty claims associated with these units.

MAKE SURE all clutch fitting bolts are tightened to the correct torque typically (25-30 Nm) on every fitment. It is very important that all clutch retaining bolts are tightened equally, to ensure even diaphragm spring finger pressure. Always check with Autodata. DO NOT USE AIR TOOLS.

25-30 Nm

EXAMINE fully the vehicle’s flywheel before fitting the clutch units. The flywheel surface should be given a thorough inspection. If the unit shows any signs of wear, grooving on the surface or heat cracks then it should be replaced, if in any doubt replace it. This applies to both solid flywheels and dual mass flywheels.

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DMF (dual mass flywheel) tips

The primary function of a DMF is to absorb any vibration created in the engine. This should be taken into account diagnosing any faults or rattles.

CHECK the new part supplied against the one you have removed from the vehicle. Look carefully at the rear of the DMF and pay special attention to any timing ring/pick up points that may be fitted. Ensure that the DMFs are exactly the same (and, in particular, that they have the same number of tangs or cut-outs).

MAKE SURE that there are no parts left attached to the old flywheel that need to be re-installed.

CLEAN all DMF running surfaces with brake cleaner prior to fitments. Wipe down the break cleaner, do not spray. This will wash out any necessary grease.

RECOMMENDATION – that all flywheel mounting bolts should be replaced. Refer to manufactures data/ Autodata for torque settings.

ALWAYS inspect the rear crankshaft oil seal and replace if necessary.

TAKE CARE when removing a flywheel from the crankshaft; ensure you have the necessary support as some units can be extremely heavy and difficult to remove.

REMEMBER – If you encounter a DMF that has locked itself in a position that covers the mounting bolts making it impossible to locate the removal tool, DO NOT use any form of heat (oxy-acetylene) to cut away material use an exhaust cutter or grinder.

If you need to determine the amount of wear a professional DMF MEASUREMENT TOOL IS AVAILABLE from your local Euro Car Parts branch or our field based technical team.

In certain cases flywheels may fit onto the crankshaft in a variety of different positions. In this case our recommendation is to clearly MARK BOTH the flywheel and crank at the same point/position BEFORE REMOVAL . By making a further mark on the new flywheel in exactly the same position as the mark on the flywheel you have removed, it will be possible to accurately re-align the flywheel and crank during re-fitment.

DMF measuring tool

This specialised Luk DMF measuring tool is available from all Euro Car Parts branches

Part No: 400 77 6250

100% functional test of the dual mass flywheel including testing the characteristics of the arc springs during compression. Garages and transmission specialists are able to determine exact wear dimensions and can demonstrate clearly to their customers the excessive wear within the dual mass flywheel and confirm that a replacement is required

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Dual mass flywheel failure guide – vehicle check list

The DMF is often mistakenly diagnosed as the cause of vehicle vibration/shake, rattle and other noises, but often the cause has been found to be in a completely different area. Therefore it should not be assumed that noise and vibration are being caused by a defective DMF. It is important that all the relevant vehicle systems are checked for correct function and operation before a new DMF is installed. Some commonly identified problems are listed below for you to consider. These faults are more likely to occur in vehicles with high mileage. 1. Engine fault or flash codes. 2. Engine camshaft wear. 3. The correct operation of fuel injectors and associated wiring harnesses. 4. Excessive crankshaft end float or lift. 5. Crankshaft damper damage and operation. 6. The function and correct operation of EGR valves. 7. The function and correct operation of swirl valves and actuators. 8. The condition of turbo boost hoses and pipes. 9. Chip tuning / performance enhancements – for vehicles fitted with a DMF this can alter the engines vibrational characteristics causing damage to the DMF. 14. The operation of torque limiting valves and frequency modulators. 15. The condition of hydraulic systems and cleanliness of hydraulic fluid. 16. Avoid incorrect driving techniques, such as pulling away in high gear with low engine revs, frequent stalling of the engine or driving in a gear that is too high. 17. Make sure that the correct tooling is used to install the clutch and DMF. Using the recommended specialist tools will ensure that the units are installed without causing damage. Always use the correct tightening torque and sequence. 18. Do not use high pressure cleaners, steam jets, cleaning sprays or compressed air when cleaning the DMF. Cleaning of the DMF contact surfaces should be carried out using a clean oil free cloth and a suitable solvent. If vehicle systems are performing correctly this will ensure a prolonged service life for the dual mass flywheel. If possible run live data/ use a Oscilloscope to determine good or poor running. Please take care when replacing clutch bolts with non genuine ones that the bolt length is correct and does not lock the 2DMF masses together. A noisy flywheel is the RESULT of a problem, NOT the cause of it! 10. Wear on the gearbox input shaft and associated bearings. 11. Confirm DMF is correct for application by engine code. 12. Do not allow vehicle to idle for long periods to run air conditioning or heating. 13. Battery condition and cold cranking performance.

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Clutch hydraulics tips

DO NOT DEPRESS a CSC by hand to replicate the bearing movement prior to fitting. This can damage the internal seals as the cylinder has no hydraulic fluid present within the system. One of the most common reported faults after fitting a new CSC is leakage from the seals.

MAKE SURE that any clamping of hoses does not result in the collapse of the pipe – use the correct clamping tool (even better, try not to clamp the pipe at all).

ENSURE the area where the CSC is positioned is totally clean and debris free. Clean the mounting surface thoroughly, make sure the CSC is located squarely onto a clean gearbox case and ensure any rubber face seal or sealant is utilized in accordance with the manufacturer’s instructions.

ALWAYS replace the old contaminated fluid with NEW .

CHECK the CSC sits squarely and there is no damage to any component. Please check the internal threads/bolts for damage before fitment.

CAREFULLY FIT – Slide the CSC over the gearbox input shaft and slightly rotate to ensure the correct location on the gearbox case. Torque all the fixing bolts evenly using between 8-12Nm force, dependent upon manufacturers specifications.

TAKE CARE with hydraulic connections. There are usually two types of connector, traditional screw- in and quick-clip types. With screw-in types, tighten to a torque of between 10-15Nm dependent upon manufacturers specifications. Quick-clip connectors are released by either pulling or pushing the retaining clip, dependent on the type.

CHECK all pipe connections for old seals, debris etc that may inhibit the fluid return.

CHECK all CSC connection’s on the pipe before fitting to the gearbox to ensure that the right size female end is being used. The wrong size will not seal and the gearbox will have to be removed in order to rectify the problem.

BEFORE attempting to bleed (purge) the system, or before attempting to operate the clutch, ensure that the gearbox is fully located in the fitted position – tighten a few securing bolts to prevent any movement. This could avoid the unit being over stroked causing damage to the chamber seal. Bleed the system as per the manufacturer’s instructions or follow the steps on page 9.

MANUAL BLEEDING (using the clutch pedal) is not now recommended by clutch manufacturers as the pressure needed to depress the cover diaphragm spring fingers is now between 3000 and 7000 Kn. This amount of force is too excessive when trying to expel air from the system. Gravity or low pressure bleeding is the correct method. Any attempt to use high pressure will only compress air and not remove it. Pedals operate at about 10 kilos of pressure by foot, but internal CSC pressure can typically reach 40 bar (580psi).

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Gravity bleed or back bleed the system if possible as this is the recommended method.

If manual bleeding has to be carried out, use the following process: 1. Depress clutch pedal. 2. Open bleed valve. 3. Keep clutch pedal depressed until fluid appears; DO NOT RELEASE. 4. Close bleed valve. 5. Release clutch pedal slowly.

The clutch bleeding cycle must be repeated 20 to 25 times to guarantee complete bleeding of the system. Top-up the level of fluid in the reservoir between the cycles. The level of fluid must not drop below the minimum mark on the reservoir during bleeding. Do not pump the pedal, use a low pressure bleeder wherever possible.

Warranties

The examples below are not considered under warranty by the manufacturer.

CSC: D/P fitted wrong way round Effect: Noisy/leaking, CSC and drive plate damaged. Cause: Driven plate fitted the wrong way round, all driven plates are marked with orientation.

CSC: Overstroked Effect: Piston forced beyond its normal limit. Cause: Hydraulic fluid not being allowed to return to reservoir due to rapid bleeding or a blockage.

CSC: Cracked Effect: Leaking. Cause: Overstroked by rapid bleeding or blockage with cap off old pipe (instructions in box).

CSC: Unseated Effect: Leaking.

Cause: Incorrect seating or compression before fitment cause the back plate to become unseated and will therefore leak under pressure.

Continued over ⊲

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Warranties

SAC: De-adjusted Effect: No clutch operation/slipping/not clearing/heavy pedal. Cause: De-adjusted caused during fitment. Cause: Not using the SAC fitting tool.

Clutch: Contamination Effect: Slipping. Cause: Oil leak from crankshaft or gearbox oil seal. Should be checked and repaired when clutch removed.

Clutch: Finger wear Effect: Inop. Cause: Misalignment of release bearing to clutch. Missing gearbox dowels, bent fork or worn cross shaft bushes.

Clutch: Worn or no splines Effect: Rattling or no drive. Cause: Misalignment of gearbox (missing dowels), worn spigot bearing, worn input shaft bearing or bent input shaft.

DMF: Heat damage Effect: Friction face discoloured. Cause: Clutch slip due to driver, release system or damaged clutch (claims should be accompanied by the clutch).

When changing a Vauxhall CSC, make sure the top hat seal is securely fixed to the pipe and NOT stuck in the female union at the end of the flexi pipe. Please discard if using a new style CSC. See the full detailed explanation of this issue on page 11 of this Best Practice Guide.

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Two of the most common clutch issues experienced today Issue 1

■ ■ PROBLEM Numerous CSC failures? Including burst CSC’s, broken CSC’s, CSC fluid leaking, Clutch fails to operate due to CSC. ■ ■ CAUSE The most common cause of this type of problem can be the CSC rubber washer (top hat) trapped inside the t piece of the bleed nipple.

■ ■ RESULT A burst/broken CSC, fluid leaks, non working clutch burst/broken CSC, fluid leaks, non working clutch ■ ■ CAUSE Not removing the old rubber top hat when changing the CSC

■ ■ REMEDY When completing a clutch/CSC change vehicles fitted with this type of CSC it is good practice to adopt the procedure listed below. When you remove the U clip to detach the bleed nipple union from the CSC pipe, (this is the pipe that protrudes from the gearbox), you must check to ensure that the old seal is not still inside the bleed nipple t piece – if the old seal is still inside it must be removed – check the end of the old pipe, if the seal is not on the end of the pipe then it’s trapped inside the union. Get a torch, get a pick and get it out. Many instances of this have been observed where the CSC has burst, cracked or completely exploded, when this happens the “hard pedal” will obviously become soft/non existent with the resulting leakage. Installers have in some cases fitted three or more concentric slaves and burst all of these before identifying the cause – which is simply the old top hat washer still trapped inside the union...

Issue 2

■ ■ PROBLEM Slow engine turnover and noises on start-up, slow cranking speed, starting problems, starting process takes longer than usual, the engine does not run smoothly directly following start up and assumed knocks from DMF.

■ ■ CAUSE Dirty or defective earth strap or ground points. ■ ■ RESULT Engine fails to start, engine is very slow turning over.

■ ■ REMEDY Clean or replace all connecting earthing points, replace the defective earth straps. A high voltage drop when starting the engine causing the failure of electronic components and generates entries in the error memory. Check all the electrical connections between the battery, starter, alternator and the vehicle body. Where necessary clean or replace the connections. Note: This applies to many different vehicle types, however the highest ratio of issues would appear to be with Audi, Seat, Skoda and Volkswagen 1.9 and 2.0 TD.

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Statement issued by the Ford Motor Company of America in 1944

“Mechanics should be ever alert to determine the cause behind any problem that they encounter. It is not enough to correct some immediate condition without searching for and correcting the underlying cause of the failure ”

May 1944 – Printed in USA FORD MOTOR COMPANY DEARBORN MICHIGAN’

Good practice – Always look for the root cause of any problem, try to determine why the vehicle is experiencing the condition, what has caused the part to wear. Talk with the customer to understand their concerns and determine when the problem/problems first started. You may have to take a test drive with the customer to verify the issues. It is vitally important to verify the cause of the failure. Once the problem has been identified, talk with the customer about the repair procedure and how the system operates. Discuss all the options, if vehicles are fitted with a DMF you will need to explain this, and the reason this may need to be replaced. Make sure the customer understands and feels comfortable with the explanations and the repair being performed on his or her vehicle. Once you begin the job, be methodical, many of the procedures you use during removal of the old parts can prevent errors. With clutch and flywheel components this can be especially important due to the complexity of the fitments. As you remove the old clutch, note all bolt locations. Bell housing bolts may have different lengths, diameters and thread pitches. If any of the bell housing bolts are used to attach a ground cable to the transmission, mark the bolt and its location. Confirm that all gearbox locating dowels are present and serviceable, if they are not make sure you fit new ones, a small item such as one missing dowel can cause very significant problems. Always use the correct fitment tools, such as the SAC clutch fitting tool.

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Self-adjusting clutches (SAC)

Did you know we now hire out the self adjusting clutch tool?

Self-adjusting clutches must be fitted using a self-adjusting clutch fitting tool *

■ ■ Kit includes four BMW fitment tools. ■ ■ Purchase from stock or hire.** ■ ■ Complete the job once and be fully covered by our warranty.

Other warranty disclaimers: ■ ■ Failure to replace the CSC during clutch replacement will result in total loss of warranty. ■ ■ Failure to replace the DMF when replacing the clutch units could result in total loss of warranty.

*ECP Part No 528 77 0420. **Hire Scheme Part Number 997 99 042H. Deposit required.

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Clutch tools

Torque Wrench 5-25Nm 1 ⁄ 4

” Drive

Torque Wrench 20-200Nm 1 ⁄ 2

” Drive

KLA4900

538 77 5201

Low torque settings to tighten small clutch bolts to the correct setting.

Higher torque settings to tighten larger flywheel bolts to the correct setting.

Klann SAC Clutch Fitting Tool 528 77 0420 Tool kit to install a self adjusting clutch cover correctly, avoiding slip and/or drag issues.

Sykes Pickavant DMF Testing Tool 400 77 6250

Testing rig for determining the correct operating tolerances of a DMF.

Automatic Clutch Bleeding Kit 538 77 0661

Pneumatic Vacuum Clutch Bleeding Kit 529 77 1311

A vacuum kit for sucking brake fluid down the pipework, operated by an airline.

One man clutch/brake bleeding kit.

Hand Operated Vacuum Bleeding Kit 538 77 1321

Back Bleeding Can SEATP1000

Used in conjunction with a short piece of leak off pipe for pushing fluid down the line.

Hand pump for either pushing/ pulling fluid through a pipe.

Seal Puller SEAAK7000

Electric Bleeding Kit 538 77 5021

Correctly remove old oil seals without damaging seal housings etc.

Operated by the car battery, up to pressures of 2.2 bar to force fluid down the line.

Seal/Bearing Driver Kit SEAVS703

Spigot Bearing Puller Kit SEAAK716

Correctly install new seals without damage.

Remove difficult spigot bearings with ease.

Clutch Alignment Tool Set 940 77 1251 Alignment of clutch components with the spigot bearing.

Clutch Alignment Tool 538 77 0301 Inexpensive tool allowing the fitter to align clutch components.

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Clutch tools

Gearoil Extractor 538 77 1531

Gearoil Syringe SEAVS405

Hand/air operated fluid removal tool.

Used to refill gearbox with oil with side fill plugs.

Gearoil Pump SEATP67

Transmission Jack SEA600TRQ

Fits 20/25 litre Gearoil containers to refill gearbox with oil.

600kg transmission jack to support gearbox whilst removing/installing.

Auxiliary Stand SEAES750

Spline Grease (Cera-Tec) 526 77 0250

For supporting engine, exhaust, gearbox Components whilst replacing clutch.

Silicone based lubricant with a very high melting point.

DSG clutch tools

Basic Tool Kit 528 77 3430

VAG Additional Kit 528 77 3460 To be used in conjunction with the basic tool kit for stages 1 and 2 VAG DSG clutch. Ford Additional Tool 528 77 3470 To be used in conjunction with the basic kit to remove/ install Ford/Volvo DSG clutch.

Basic tool kit for removal/installation of VAG DSG clutch.

Renault Additional Kit 528 77 3440 To be used in conjunction with the basic kit to remove/install Renault DSG clutch.

Gearbox Filler KLA028811

Alfa/Fiat Additional Tool 528 77 3480 To be used in

Used to refill wet type DSG gearbox with gearoil.

conjunction with the basic kit to remove/ install Alfa/Fiat DSG clutch.

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Double clutch technology

Millions of vehicles are now fitted with twin clutch systems. Are you ready?

As the “wet type” clutch rarely requires changing, it is unavailable in the aftermarket at the present time, however an extensive Euro Academy training course for the wet type double clutch systems will be available over the coming months. The “dry type” clutch requires specialist training available through Euro Car Parts/LUK and comes as an IMI certificated course, and specialist tools are also required. Both types may be used in conjunction with a dual mass flywheel. This DMF fails with the same regularity as a normal DMF, and can be easily changed by plugging both “breathers” (oil MUST NOT be lost during this procedure),and removing the gearbox. The clutch kit is pressed onto the input shaft in both cases and is not bolted to the DMF. The “wet clutch” is driven by a short, splined, stub shaft in the centre of the DMF. The “dry clutch” is driven by way of a toothed cog around the middle of the DMF. As long as the clutch is not disturbed, replacement of the DMF is relatively easy. If the clutch is removed, it MUST be replaced with a new clutch kit. If you have any problems change the oil. The pressurised oil, within the twin clutch transmission, is under immense stress, especially on units fitted with wet clutches. Most car makers insist that the oil and the external transmission filter are changed at specific intervals, typically, every 40,000 miles. A mechatronics unit operates all the dual clutch systems, this represent the ‘brain’ of the 6 and 7 speed dual-clutch gearbox. The mechatronics unit can implement complex shift operations in a fraction of a second. The main function is to open one of the clutches and to close the other at the precise moment.

Millions of vehicles are now fitted with direct shift gearbox, or direktschaltgetriebe, made popular by the Volkswagen group, their compact DSG was the first twin-clutch transmission to be released on mainstream sale from 2003. Similar systems are now available from many vehicle manufacturers, including the Fiat Group, Ford, Honda, Hyundai, Kia, Mitsubishi, Renault and Volvo. The earlier type is known as a wet type 6 speed clutch as it runs immersed in gear oil. The need to change this type of clutch will be very small as it rarely wears out. The later type is known as a dry type clutch as it resembles a traditional clutch plate assembled in a steel cartridge (as per the diagram above). Both types of gearbox operate in a similar way; having two input shafts (one solid, running down the centre of a hollow shaft). The solid shaft runs gears 1, 3, 5 and 7. The hollow shaft runs gears 2, 4, 6 and reverse. The clutch kit is running both plates and switches from one to the other in drive terms within a few milliseconds, making the gear change very smooth and swift.

If you have any questions with regard to twin plate clutch technology, training and special tools, contact your regional Technical Sales Specialist – details are on the rear cover.

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Double clutch technology

Replacement clutch packs are available for:

641 74 0070 641 59 3800 641 58 3800

641 44 2800 641 44 2900

Renault EDC

VAG Gen 1 Petrol VAG Gen 1 Diesel VAG Gen 2 Petrol

Ford Powershift Fiat/Alfa Romeo

641 44 3800 VAG Gen 2 Diesel 641 44 3900

Specialist tooling is required to remove and refit the twin clutch units (shown on Page 15). A basic double clutch tool is used together with the additional module kit for the required vehicle/double clutch type.

528 77 3430 528 77 3440 528 77 3460 528 77 3470 528 77 3480

Basic tool – double clutch

Renault module double clutch tool VAG module double clutch tool Ford/Volvo module double clutch tool Fiat/Alfa module double clutch tool

The advantages of the dual clutch transmission system. ■ ■ Fast, smooth efficient gear changes. ■ ■ Lively handling with unbroken acceleration. ■ ■ Shift consistency – no “thinking time” as to which gear is required next, only whether to up or down shift. ■ ■ No shift errors or surprises – the wrong gear cannot be selected and the driver does not get “lost” in the shift gate. ■ ■ The “jolting” that used to be experienced by the passengers in the vehicle, whenever the driver changed gear is now a thing of the pas t.

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POWERTRAIN Reborn

Euro Car Parts can supply a complete range of Powertrain products: ENGINES • GEARBOXES • CYLINDER HEADS • AUTOMATIC GEARBOXES • SEMI•AUTO GEARBOXES • TRANSFER BOXES • TORQUE CONVERTERS • DIFFS • AXLES • VISCOUS COUPLINGS Top quality re-manufactured components

12 months, unlimited mileage warranty on all Powertrain products

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Transmech Transmech – The UK’s number 1 aftermarket clutch

Transmech – One brand, two ranges Now firmly established as the number 1 UK aftermarket clutch program.

■ ■ Transmech Blue – 100% New. Transmech clutch kits are all competitively priced and offer exceptional value for money. Complete matched sets for reliability, safety and performance – All approved to original equipment specification

■ ■ Transmech Green – 100% Re-manufactured. All products in the Transmech Green range are remanufactured components, in the main these are SAC clutch kits. (Self-Adjusting Clutches).

■ ■ Extensive range, all popular applications are available. ■ ■ OE quality complete matched sets for safety and performance. ■ ■ Long life, smooth take up and trouble free performance. ■ ■ Highly competitive – Exceptional value for money.

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Supplier technical and helpline contact information

LUK

08457 001100

ZF SACHS

03332 401123

VALEO

01527 838300

EXEDY

01928 571850

Knowing and understanding vehicle technology advancements is, without question, one of the only ways to succeed within the Motor Industry. Euro Car Parts have a highly skilled and experienced team of regionally based Technical Specialists/ Product Trainers across the UK. Each team consists of time served professionals who have an extensive background within each of their speciality products, these areas are four of the most technical and misunderstood product groups currently within the Motor Industry, Transmission, Braking and around the wheel, Lubricants and Emissions.

Euro Car Parts field based technical specialists

North

Mick Bedford

07817 810214

mick.bedford@eurocarparts.com

Midlands

Adam Brogan

07976 322386

adam.brogan@eurocarparts.com

South

Stuart De Castro

07976 792698

stuart.decastro@eurocarparts.com

This course covers the operation, maintenance, repair and adjustment of 6 and 7speed DSG dual clutch gearboxes. Using bench mounted DSG gearboxes, candidates will learn to identify and analyse the different components of a dual clutch gearbox practically. They will gain an in depth understanding of the practices required to successfully carry out diagnosis, maintenance and repair of DSG gearboxes and associated controls. Euro Academy Training | Course Ref GED9 – DSG Gearbox

What the course covers:

■ ■ Operation of the 7-gear DSG gearbox. ■ ■ Identification of the tools and exploded view. ■ ■ General maintenance and lubrication. ■ ■ Mechatronic unit, disassembly, study and assembly (7-gear DSG). ■ ■ Double clutch, disassembly, replacement, adjustment and assembly (7-gear DSG).

■ ■ Operation of the 6-gear DSG gearbox. ■ ■ Identification of the tools and exploded view. ■ ■ General maintenance and lubrication. ■ ■ Disassembly and assembly of the oil pump (6-gear DSG). ■ ■ Mechatronic unit, disassembly, study and assembly (6-gear DSG). ■ ■ Double clutch, disassembly, replacement, adjustment and assembly (6-gear DSG).

On completing this course, you will be able to:

■ ■ Diagnose faults and identify correct operation of current DSG gearboxes. ■ ■ You will have the knowledge to perform maintenance, adjustments and replacement of worn or damaged components, such as oil and filter, wet or dry clutch discs, axle speed sensors or mechatronic unit.

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