By Bud Lang
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Regardless of how much power an engine produces, it's useless without a means to transmit it to the rear wheels and thus to the pavement. In the case of automobiles, the most common means are an automatic transmission that utilizes hydraulics or a gear-type transmission that is driven by a clutch assembly.
Automotive clutches themselves consist of three key components: a pressure plate assembly, driven clutch disc, a throwout bearing that permits the driver to engage or disengage the clutch at will, thereby harnessing or releasing engine power at will. Should you not be too familiar with the operation of a mechanical clutch assembly, we'll offer a brief explanation, then go on to discuss many of the clutch styles currently on the market designed for high-performance use, be it for the street or race track.
To start things rolling, the splined pilot shaft protruding from the front of the transmission features a small button, or pilot, on its front end. This pilot rides in a bushing in the center of the crankshaft flange, where the flywheel bolts on. A clutch disc designed with a splined hub to match the number of teeth on the pilot shaft in turn rides on this shaft. When the engine is operating, neither the clutch disc nor the pilot shaft rotates, simply because there is no mechanical linkup. When the pilot shaft does not turn, neither does the gear train in the transmission.
So some means must be used to permit this mechanical linkup and therefore allow the engine's power to be delivered through the transmission. This is accomplished with a pressure plate. Very simply, a pressure plate assembly can be described as a circular steel "hat," a plate that will contact the clutch disc, and a spring system that will provide the pressure required to hold the clutch disc in contact with the flywheel.
The pressure plate assembly itself rides on top of the clutch disc and is attached to the flywheel via a number of fasteners about its outer circumference. It is not attached to the pilot shaft. In its static position, it clamps the clutch disc tightly between the face of the flywheel and the face of its pressure plate. With the clutch disc locked up in this manner, should the engine be fired up, the disc's hub will cause the splined pilot shaft to rotate. Should the transmission's gear train be in gear, then power will be delivered through the transmission and its output shaft to the differential.
Like all Weber clutches, this B&B type features a ferric ductile ring, blanchard-ground for flatness and optimum disc contact.
Because some means must be incorporated to disengage the transmission from the engine, we use a throwout bearing assembly, which consists of a clutch release arm or fork and the throwout bearing. This unit is so designed that when you depress the clutch release pedal, the throwout bearing bears down on either a diaphragm spring or a set of release levers that in turn relieve the pressure of coil springs against the pressure plate. When this pressure is relieved, and the pressure plate backs away from the clutch disc, the clutch disc is disengaged from the flywheel. When this occurs, the transmission is disengaged and power is no longer being transmitted to the wheels.
Weber's high-performance street/strip clutch disc is available as an 8-spring hub or as a 5-spring L88 design for GM applications (shown). Replaceable linings are aluminum-backed for superior strength. Center plate marcel will absorb shock encountered in high-performance starts and shifts.
Broken down to reveal its inner workings is this Weber combination clutch. Unit features a B&B-type heavy-duty hat yet uses Long-style release levers, secured by big eyebolts and pins. Is available with or without counterweighted levers; offers quick release, moderate pedal pressure; is ideal for high-performance street use.
Backing off the clutch pedal will again permit spring pressure to be applied to the pressure plate, and thence to the clutch disc. As the disc is again compressed against the face of the spinning flywheel, as friction takes over, the clutch disc is "locked up" again, and power can be transmitted to the transmission.
We have made reference to different types of spring pressure being utilized in pressure plates: coil and diaphragm springs. So let's discuss these differences. General Motors cars generally use what is referred to as a diaphragm-type pressure plate. These units use a large circular "Belleville spring" disc featuring about 18 fingers in the center, produced by cutting slots about the center of the disc. One of the key advantages of this type of spring system is that a very low pedal pressure is required to operate the clutch, which makes street driving enjoyable. This type of clutch also offers a good degree of holding ability. Other clutches utilize a series of coil springs around the outer circumference of the pressure plate. The size and quantity of these springs normally control the amount of spring pressure, holding ability and pedal pressure required. Both Borg & Beck and Long-type clutches utilize coils.
At left is Weber's metallic competition disc; at right is their organic bonded competition disc. Both feature a super-duty heat-treated and stress-relieved hub and center, which are joined together with high-strength Monel rivets. Metallic disc is used in multipledisc setups and applications where shifting is not required, whereas organic-lined unit can be used in applications requiring shifting.
Schiefer's street or strip clutch discs are available in 10.5-and 11-inch diameters. Featuring a 5-spring heavy-duty center, these units also have a spring marcel between the linings to absorb shock upon engagement and prevent clutch chatter.
Designed for competition use, this Schiefer 8-spring center hub clutch utilizes a fully organic bonded lining and flat marcel for excellent lock-up characteristics and clean, crisp shifts. Disc is available in 10.5-and 11-inch sizes.
Schiefer offers a full line of pressure plates, with a choice of aluminum or steel pressure rings. The aluminum type is designed for oval track and road racing, the steel for drags and street. B&B model is available in 10.5-and 11-inch diameters.
Stock factory clutches have long proven capable of handling stock machinery under normal operating conditions. But when it comes to high-performance racing applications, and even heavy-duty jobs such as towing a trailer, then they leave something to be desired. The friction materials used on the clutch discs soon begin to break away, due to excessive heat, or they become glazed, simply because they can't stand up under conditions they weren't designed to handle. Part of the problem for their failure lies with the stock pressure plates, too. They don't possess sufficient spring pressure to hold the disc in contact with the flywheel, or the hats and plates tend to warp under the high heat and load conditions; therefore, the discs begin to slip and chatter, and are soon ruined.
To combat these detrimental conditions, high-performance clutches of all types have been developed over the years. Among the manufacturers of high-performance replacement clutches today are such names as Weber, Schiefer, Hays, McLeod, Savage and Ram. Most offer a full line of pressure plates and clutch discs for street and racing applications, while some offer clutch products for both standard-size engines and compacts or minis.
Whether or not you are familiar with clutch discs, you will note from our illustrations that some units have what we call a "sprung hub," while others do not. The former units are designed for street and high-performance usage where shifting is mandatory. Should you attempt to use a solid hub clutch under these conditions, you'll experience severe clutch chatter and likely cause damage to your car's driveline. Some manufacturers do offer solid hubs for shifting applications, but these are strictly for race cars.
The springs in the center of sprung hubs have one primary function, and that is to absorb torque and cushion the shock of clutch engagement to the rest of the drivetrain. When the pressure plate comes into contact with the clutch disc, and friction takes over, locking the disc up with the flywheel, the coil springs are compressed against the spring retainer plate. This compression action absorbs torque and cushions the violence of engagement. The amount of this cushioning effect is known as friction lag and is very important in street and many drag applications. Proper friction lag is essential to maintaining longevity of chassis components in street machines, as well as drag machines.
At the other extreme, too much friction lag could be detrimental in certain types of competition cars, as rapid, severe shock to the rear end isnecessaryto properly plant the tires for good initial launch. The trick then is to hit upon the right combination of frictional lag for the intended end application.
Another feature found in most street clutch discs, employed to cushion shock, is called a marcel. This is simply a crimped steel plate, sandwiched between the disc lining halves, which helps produce a smooth-cushioned shift as the pressure plate engages and disengages. The degree of marcel in a clutch is very important, from several standpoints. It provides a cushioning effect as the pressure plate functions, because the marcel has a spring effect. In a street machine, it is the major contributor to the elimination of chatter during slow part-throttle acceleration. However, for competition use, marcel can be detrimental. The reason marcel is eliminated in a competition disc is that acceleration is always done at high engine rpm and shifts are made at wide-open throttle conditions. Here the consideration is not anti-chatter and smoothness of shift, but rather, rapid, clean releases.
Equally important to the proper functioning of a clutch disc is the type of lining utilized. Standard street-type clutches are normally fitted with what the trade terms organic linings, which contain quite a bit of "rag" content. The better, custom clutch discs use organic linings, but of a higher grade. Furthermore, some organic high-performance discs are lined with material that contains aluminum fibers, offering more resistance to heat and centrifugal deterioration. All-out competition clutch discs feature bonded or riveted full metallic linings, usually of sintered iron. These discsare notdesigned for street use, as they will absorb no drivetrain shock. Instead they transfer the shock of initial engagement directly to the drivetrain and are ideal for rapid initial loading of the tires, which is necessary for low e.t. 's.
Hays street rod Long-style clutch features their heavy-duty competition cover, forged pressure ring, silicone springs, and offers a mild centrifugal-force assist. It's designed for high-horsepower, lightweight machinery.
Illustrated here are noncounterweighted and counterweighted (lower) McLeod Long-style clutch release levers, as used in their Street Pro B&B pressure plate. The 3/8-inch-diameter yoke fastener is Grade 8.
It is safe to say that the springs, hats, release levers, hubs and other components used in today's highperformance clutch discs and pressure plates are far superior to most of the pieces used in stock products. If they weren't, they wouldn't be able to produce the performance figures we've been seeing.
Clutch pressure plates, in particular, are far superior to any stock counterpart available. In many cases, the gauge of steel used to form the hats of high-performance pressure plates is considerably thicker than that used in factory items. This extra strength means the hats can withstand higher spring pressures without flexing, along with being able to cope with considerably more heat. The pressure plates themselves are generally of better design and equally able to withstand higher spring pressures and the tremendous amount of heat generated by competition engines and racing conditions.
As you're probably aware, there are three basic pressure plate designs, or types, in use in the larger American engines today. One type is known as the Borg & Beck design and is instantly recognized by its round hat, which in turn is attached to the flywheel with six evenly spaced bolts. This assembly uses coil springs to provide pressure to the pressure plate and features three flat clutch release levers through which the throwout bearing permits the clutch to be engaged and disengaged.
Here we have the Hays 11-inch B&B street rod clutch and disc. The latter features a low marcel and mild friction material for smooth street driving. The clutch is non-roller-assisted and has adequate spring pressure to accommodate high-horsepower street rods.
The Long-style pressure plate is recognizable because it features three distinct points in its hat design that permit it to be bolted to the flywheel. Six bolts are used for this function, in pairs of two. Ford engines are normally equipped with Long clutches, which feature three narrow clutch release levers and are fitted with three sets of three coil springs.
The diaphragm clutches, mentioned earlier, are common in GM automobiles and are similar to B&B clutches in that they are round and feature six evenly spaced bolt holes in the hat flange. However, diaphragm clutches are lower in height and are unmistakable in that they do not utilize coil springs, but rather a large diaphragm spring.
On the custom clutch scene, several manufacturers are offering a custom package that utilizes a Borg & Beck hat and Long-style release levers. Two reasons we might give for such a pressure plate coming into being is that the B&B design offers a more uniform distribution of spring pressure about the pressure plate, while the Long-style release levers offer a choice of ratios, more lever-age and a softer pedal pressure requirement.
A McLeod Street Pro pressure plate is shown here with a 10.95-inch disc. Because bolt pattern is for a 10.5-inch-type flywheel (clutch accepts both size discs), special McLeod fasteners must be used.
Other benefits to be gained from using such a combination clutch are quicker disengagement and engagement, longer disc life due to less slippage and the possibility of running less spring pressure in the hat itself. Their low hat design also permits their use in Chevy engines.
Lever ratios might be described as the difference in length between the lever's fulcrum point (where it pivots in the hat) and tip where it contacts the throwout bearing and the fulcrum point and point where the lever is attached to or contacts the pressure plate. Stock Long-style levers are longer than B&B-type levers and are available in different lengths (permitting levers to be changed and thereby the ratio); thus we arrive at the many benefits just discussed.
Delving a bit deeper into the three basic clutch pressure plate designs, we find that Borg & Beck clutches feature 12 coil springs, thereby offering reasonably good pressure distribution about the pressure plate ring. But because these clutches feature a 6:1 release finger ratio, they require a bit of pedal pressure, especially so when high spring pressures are utilized for competition use. High pedal pressures in turn place some stress on the linkage, fasteners and hat, and therefore can cause flexing, hard shifting and even parts breakage. A high-spring-pressure B&B unit also produces a high degree of loading on the engine thrust bearing, so it's wise not to ride the clutch when sitting on the line or at a stop sign.
For these reasons, custom clutch manufacturers generally utilize hats of heavier gauge material, huskier release fingers, larger heat-treated fasteners and stronger yokes, eyebolts and other components. This is true in most high-performance clutch types, not just with the B&B design.
This McLeod Belleville-style diaphragm clutch is designed for Vegas. Stamped groove (near bolts) about top of hat reportedly makes for smoother operation.
Previously mentioned was the fact that Long-style clutches utilize nine coil springs, though they could conceivably furnish as much spring pressure as 12 units in a B&B clutch. The big difference is that B&B units have the pressure more evenly distributed about the pressure ring. Again, many manufacturers offer heavy-duty Long-style hats to withstand high-performance clutch spring pressures and prevent unwanted flexing and therefore poor clutch performance. Weber, for example, has recently improved their pressure rings (pressure plates) by providing tiny ridges for the chrome silicone springs to rest on. This design aids in air circulation and reduces heat transfer to the springs, thus optimizing spring life. This is true with their Long and B&B pressure rings.
In an effort to keep spring pressures, and thereby pedal pressures, at a respectable limit, clutch manufacturers have long employed counterweighting as a means of achieving additional pressure plate pressure on the clutch disc without going "overboard." Long-style levers can be had with integral counterweights or without (see illustrations). These counterweights can be reduced in size by grinding (by persons who know exactly what they are doing) until a specific condition is arrived at.
During engine operation, Long-style weighted levers tend to move outward and toward the face of the flywheel, thus boosting the regular (spring) pressure on the clutch disc. This action permits additional holding power to be achieved without going to super-heavy pressure plate springs. When a Long-style clutch is disengaged, as soon as the clutch release levers are depressed by the throwout bearing, the clutch is disengaged.
Borg & Beck levers, on the other hand, are not counterweighted; rather, small steel rollers are employed between the hat and pressure plate (see illustration). When rollers are used, as engine speed increases, the rollers tend to move outward, wedging between the hat and pressure plate, thereby artificially boosting spring pressure or loading on the disc. Many users of B&B clutches have discovered that at high engine speeds (say anywhere above rpm) it is virtually impossible to disengage a roller-equipped B&B clutch. This is because centrifugal force has the rollers wedged so tightly between the hat and plate that no amount of leg pressure on the linkage can depress the clutch release fingers or levers. In time, these rollers tend to gall the underside of the hats too.
Speaking of Long-style lever ratios, it is normally 4.8:1, quite a bit shorter than the B&B ratio of 6:1. McLeod even offers a 4:1 set of levers for these clutches (available in counterweighted or noncounterweighted models), permitting super-fast clutch release when used with the proper spring tension in the clutch and their special throwout bearing. Because Long clutches are taller, or have a greater height, than the other types, their installation in a GM or Chrysler car requires a special bellhousing and throwout bearing. Therefore, installation of this type of unit is usually shied away from by the average racer. Schiefer does offer special fly-wheels and throwout bearings that enable one to install a Long-style clutch in many applications where it is not offered as original equipment.
Unlike any clutch disc currently being employed in competition is the "Cleaning Lady" Pro Series of discs by Ram Automotive, discs that have really taken on a following. Two of Ram's three discs feature three blades rather than the conventional circular friction surface. These discs feature an extra-lightweight metallic composition friction material fused and riveted to heat-treated spring steel stampings. The light-weight characteristics of these discs reportedly contribute to faster shifting, because the flywheel action of the disc is greatly reduced.
This disc is intended exclusively for competition use; therefore it features a solid hub. The improved wear characteristics of the linings also permit lower spring pressures or elimination of centrifugal assist rollers and levers. This unit is 101/2 inches in diameter and is compatible with any size pressure plate.
This cutaway of a Weber Combination pressure plate reveals how release lever disengages pressure ring from clutch disc. Throwout bearing presses down on levers (at arrow), thus raising the pressure ring.
Weber's Street series is a natural replacement for a stock disc and will provide long life under normal conditions.
Internal view of Weber's Combination clutch reveals even spacing and loading of the 12 coil springs. Long-style levers permit quick action for fast shifting.
Weber's high-cone diaphragm spring clutch offers top holding ability and makes possible high-rpm shifting.
Unique in the field of clutch discs, this three-bladed model is Ram Automotive's Cleaning Lady Pro Series disc, which features a solid hub and lightweight metallic composition friction material and spring steel stampings.
Ram Automotive is now offering their Pro Series three-bladed clutch with a sprung hub for high-performance street machinery. Unit is available in both 101/8-and 11-inch diameters.
Designed for use with Clutch-Flite and other automatic applications is this new 12-pad Ram Automotive Pro Series clutch disc, offered with solid hub.
Another Pro Series disc, available in both 10 1/2-and 11-inch sizes, features a sprung hub, making it suitable for street use. This disc is very similar to the full competition model, being lighter than conventional discs, and offers exceptional heat dissipation qualities.
A third Pro Series Ram Automotive clutch disc features a full-circle center with 12 (six per side) friction pads of lightweight metallic composition material, again fused and riveted in place. This disc is designed for use with Clutch-Flite and other automatic applications, including planetary transmissions.
Before concluding this article, we would like to pass on a few pointers that the high-performance clutch industry considers vital.
Initially, before you install a new clutch assembly on any engine, make sure the face of the flywheel is not heat-checked and/or glazed, as this will shorten the normal lifespan of the clutch disc. Also, make sure the face of the flywheel is true. If you feel that the flywheel needs to be refaced, remember your clutch linkage must be readjusted to compensate for the material removed from the 'wheel.
It is very important that clutch release linkage be adjusted properly if your clutch is to perform as expected. When the clutch pedal is depressed sufficiently to disengage the clutch disc, you must realize a reasonable amount of clearance between the clutch disc and flywheel or pressure plate. This clearance is referred to as the "air gap" method of adjustment. Air gap specs recommended for Schiefer clutches (which should suffice for other brands, too) are as follows: diaphragm clutch, .030-to .040-inch; B&B clutch, .040-to .050-inch; Long-style clutch, .060-to .080-inch. Once the proper air gap is achieved, make sure that there is still release bearing clearance when the clutch pedal is released.
If you've been experiencing abnormal clutch disc lining wear, consider these factors: If the disc shows more wear on the flywheel side, it's an indication the flywheel is too light. If the wear is greater on the pressure plate side, then insufficient pressure plate loading is likely the culprit.
You should never allow the clutch disc to wear beyond the point where its overall thickness is less than .280-inch or so; otherwise, reduced pressure plate spring tension can cause pressure plate failure. Furthermore, if you're using riveted linings, replace them or the entire disc before the rivets are exposed.
When replacing a clutch assembly, always replace the fasteners that secure the pressure plate to the flywheel. Their cost is minimal, and they are excellent insurance against clutch failure. Only Grade 8 fasteners should be used on clutches. It is also wise to apply a touch of Loctite Lock N' Seal on the clutch fasteners.
Whatever you do, select clutch components that are compatible with your car and the intended use; then install and adjust them properly. As much as clutch manufacturers like to sell products, they also want you to be satisfied. Hook it up right and you'll find that high-performance clutch giving you more than you bargained for.
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The clutch helps to get your car moving and allows you to change gears smoothly. It’s a complex part that experiences a lot of strain and sometimes needs replacing—but how exactly does it work? Find out in this guide.
It isn’t just cars that have a clutch—many devices that feature two rotating shafts, including cordless drills and chain saws, rely on clutch systems. The clutch connects these shafts, locking them together so they spin at the same speed or decoupling them to spin at different speeds.
In cars, the clutch connects the shaft from the engine to the shafts that turn the wheels. When you push the pedal, it disengages them, allowing you to change gear.
Let’s take a look at that process in a little more detail.
When you press the clutch pedal, a hydraulic piston or cable pushes the release fork.
The release fork presses the release bearing against the centre of the diaphragm spring, releasing the clamping pressure.
The outer part of the pressure plate stops clamping the driven plate to the flywheel.
The transmission of power to the wheels is interrupted, allowing you to change gears.
When you take your foot off the clutch pedal, the thrust bearing is withdrawn, and the diaphragm-spring load clamps the driven plate to the flywheel.
The transmission of power is resumed.
In a hydraulically operated clutch, pressure on the pedal activates a piston in the master cylinder, transferring power through a fluid-filled pipe to a slave cylinder, usually attached to the clutch housing. The slave cylinder piston is connected to the release arm.
Since you might be unfamiliar with several clutch-related words, we’ve compiled this handy glossary.
The transmission transfers power from the engine to the wheels and is usually mounted to the frame of a vehicle at the front. The term is often used interchangeably with gearbox, although not all transmissions have gears. The gearbox, if a car has one, is part of the transmission system.
The flywheel stores rotational energy and transfers it between the engine and transmission. This guide explains flywheels in more detail.
The clutch plate is a disc with high-friction material around the perimeter on both sides. One side acts against the face of the flywheel, and the other acts on the pressure plate.
This plate applies pressure to the clutch plate when the transmission is engaged, transferring torque to keep the car moving. It is bolted to the flywheel, so it spins at the same time and speed. The clutch plate sits between it and the flywheel but isn’t connected to the pressure plate.
Springs are mounted on the inner hub of the clutch plate to cushion the clutch engagement. They absorb fluctuations in the engine’s power delivery to reduce vibrations.
Put simply, torque is the measurement of an engine’s rotational force. The more torque an engine has, the more power it can produce and the faster it can accelerate when the vehicle sets off.
The driven plate connects the flywheel and pressure plate to transfer power to the gearbox.
One way to understand the diaphragm spring is to imagine your own diaphragm controlling your movement as you breathe.
The spring is made of ‘fingers’ at the pressure plate’s centre. When you engage the clutch, these fingers force the pressure plate onto the clutch plate and the clutch plate onto the flywheel. The spring also acts as a release lever.
The job of the release bearing is to press against the diaphragm spring to disengage the clutch. It absorbs the rotary motion of the spring fingers.
The release fork pushes the bearing into the diaphragm spring.
Splines at the end of the input shaft mate with the splines at the centre of the clutch plate. The input shaft then transfers the clutch's motion to the gearbox. When the clutch pedal is disengaged, the input shaft doesn’t spin; when the pedal is engaged, the shaft spins at the same RPM as the flywheel.
When someone refers to the load on a car, they mean the amount of torque applied to its engine. In a car that is ‘under load’, the engine has taken up the vehicle’s weight; the clutch pedal is not pressed down.
In manual cars, the clutch is engaged and disengaged using the clutch pedal, which means you need to learn how to use clutch control to find the biting point and set off with the right amount of acceleration.
Five main parts combine to create the clutch plate:
Driven plate
Cover plate
Pressure plate
Diaphragm spring
Release bearing
The flywheel and transmission are other important parts linked to the clutch system.
There are many different types of clutch systems. Some of the most common ones are discussed below.
As the name suggests, in a manual transmission vehicle, the driver must select the correct gear and use the clutch pedal to shift manually. There are also different types of manual systems.
A dual-clutch transmission uses two clutches, which can be wet or dry. Typically, one clutch operates the even gears (two, four and six), and the other operates the odd gears (one, three, five and reverse).
Dual-clutch systems are often found in modern racing cars and are common in older vehicles. Today, dual-clutch manual transmissions are usually automated, relying on a computer to control clutch engagement and shifting gears, which bridges the gap between manual and automatic systems.
This type of transmission keeps the cluster gear, mainshaft gears and drive gear constantly moving, using pads to slow the gears down.
Early manual transmissions were unsynchronised and often nicknamed ‘rock crushers’ because drivers would grind the gears together while attempting to get them to mesh. These transmissions were standard in lorries until the early s.
An automated manual transmission (AMT), also known as a semi-automatic, is a conventional manual system that also features a computer to operate the clutch and shift gears automatically.
Automatic transmissions don’t usually use clutches; they rely on torque converters. They can have different types of gearboxes, such as:
Direct-shift
Hydraulic
Tiptronic
Learn more about how automatic transmissions work.
Wet clutches use a multi-plate design and are covered in oil, which allows the clutch plates to cool more quickly. As a result, they often last longer and are less noisy when idling. This clutch type is favoured by vehicles with higher torque.
On the other hand, a dry clutch features a single-plate design and is not lubricated with oil. Some argue that this makes dry clutches more dependable for performance because liquid can create losses of power from the drivetrain (a group of parts that work with the engine to move the wheels, including the transmission).
Most cars with an automatic transmission have a wet clutch, while many manual cars have a dry clutch.
Common signs of clutch failure include:
Slipping out of gear
Grinding noises
Unusual clutch pedal behaviour
Poor acceleration
This guide discusses how to tell if you need a new clutch for your car in more depth.
Electric cars are automatic, so they don’t have a clutch. Find out whether EVs are easy to maintain.
The clutch is between the engine, flywheel and transmission.
A clutch kit contains various parts to replace or upgrade a clutch. Most kits include a pressure plate, clutch disc, flywheel and release bearings and may also come with an alignment tool. You can buy kits for all vehicle types, from hatchbacks to sports cars. This guide explains what happens when your clutch is replaced.
Are you experiencing problems with your clutch? Whether you need a repair or replacement, FixMyCar can help you find the right garage at the right price.
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