How to Use this Guide Clutches transmit power for gear shifting and stopping. The essential qualities of a clutch are: From Daikin to EXEDY Our company pursues excellence in every aspect of our operations. To better express this attitude, in August 1995 we changed our name from Daikin Manufacturing Co., Ltd. to EXEDY Corporation. The new name was coined by combining “Excellence” and Dynamic” — terms that describe our qualities as a corporation.
Incorporated as DAIKIN Manufacturing Co., Ltd. 1973 Established DYNAX Corporation in Hokkaido. 1975 Ueno Division Started in Mie. 1977 1981 RU Moscú 2 Hungría India Jordania Arabia Saudita Established DAIKIN Clutch U.S.A., Inc.(present EGP) EAU 7 10 8 Tailandia Kawagoe plant started in Saitama. Kenia 5 Malasia Production & Sales Sales Others 1997 Listed on 1st Section of Tokyo Stock Exchange.
Cautions for Handling & Installation Preparation Cautions for Handling & Installation Preparation 6 EXEDY Globalparts Corporation • 800.346.6091 • www.exedyusa.com EXEDY Globalparts Corporation • 800.346.6091 • www.exedyusa.
1. 2. 3. 4. Function of transmitting the torque from the engine to the drivetrain. Smoothly deliver the power from the engine to enable smooth vehicle movement. Perform quietly and to reduce drive-related vibration. Protect the drivetrain when given the inappropriate use. Given the situation, the EXEDY clutch will fail when given the inappropriate use intern to protect the rest of the drivetrain, similar to the function of an electric fuse.
The clutch consists of three parts with different roles. Function of a Manual Clutch Function of a Manual Clutch Function of transmitting the torque from engine smoothly. When the clutch pedal is pressed, a cable or hydraulic piston pushes on the release fork, which presses the throw-out bearing against the middle of the diaphragm spring. With the spring pushed, the clutch disc is then disconnected from the rotating flywheel that is attached to the engine.
Twin Plate Manual Clutch Clutch cover is to support clutch rotating system and transmit the engine torque by pushing the clutch disc. FLYWHEEL SIDE CLUTCH DISC TRANSMISSION SIDE CLUTCH DISC Function of a Twin Plate Manual Clutch Function of a Manual Clutch CLUTCH COVER ATTENTION: Please make sure to break-in the clutch for 500 miles or more with easy street driving. (No abuse, more shifting not only mileage) 12 EXEDY Globalparts Corporation • 800.346.6091 • www.exedyusa.
Noise Driveable Installing your new EXEDY/Daikin Clutch 1. Getting it right the first time. It is vital to diagnose the cause of clutch malfunction before clutch replacement, i.e. check hydraulic system - bearing free travel - clutch cable, oil leaks and check for any signs of red dust when old clutch is being removed. Any or all of these problems must be corrected before installing new clutch. 2. Ensure clutch supplied is correct for application.
Engine Running 7A Pedal not returning from the bottom 7B Heavy effort Engage, disengage at high position Disengage at low position Vibration when foot on pedal 16 Page 20 Causes and Solutions •Shortly after replacement 7C •After a while 7D •Shortly after replacement 7E, 7F •After a while 7F, 7G •Disappear vibration when depressed 7H No free play/A lot of free play 7I Wobble 7J EXEDY Globalparts Corporation • 800.346.6091 • www.exedyusa.
Check before replacing the clutch 5A No improvement • Confirm if noise disappears when the Clutch pedal is depressed. If the noise disappears when clutch pedal depressed, this is an idle gear rattle due to use of non specified, low viscosity oil. Exchange with specified transmission oil. • In case of being backlash or looseness in control systemcheck installation 5B • Abnormal idling RPM. Heavy vibration and rumblings. Jack up engine and adjust to the normal idle speed.
Check before replacing the clutch 7A • Is a clutch booster normal? Inspection according to service manual. • Does control system operate smoothly? Adjust or grease up. 7B • Is the clutch pedal height or free play appropriate? Adjust pedal free play and rod projecting amount according to a service manual. • Is a piston firmly fixed to a release cylinder? • Is there any oil leakage from release cylinder, master cylinder or clutch pipe line? In case of leakage, overhaul and repair.
Check before replacing the clutch 9A 9B No improvement • Is there any problem with installation of clutch cable? Check installation of shift control system. • Possible difficult to disengage gears. Is the pedal height or free play adequate? Adjust the pedal free play and rod projecting amount according to a service manual. Check the return of piston of release cylinder. Check after removing transmission • Check the backlash on a release fork and lever.
Symptom: Difficult to disengage gears. PROBLEM: Damaged facing material. Cause: Symptom: Difficult to disengage gears. Excessive force to fit a main drive shaft causes this problem during reinstallation of transmission. Solution: During the installation of transmission, align drive line; -height -angle -spline teeth then fit without excessive force. Clutch disc has been dropped possibly during installation or damaged in transit. Bulged clutch facing to contact flywheel causes this problem.
PROBLEM 2:Cushion spring steel segments separated from hub area. Symptom: Noisy clutch/unable to drive. Cause: Misalignment between engine crank shaft and transmission main drive shaft during installation of transmission. Excessive force to fit main drive shaft causes this problem during reinstallation of transmission. Stripped Out Spline Problem: Oily Facings. Symptom: Slipping clutch/shuddering/juddering clutch. Cause: 1. Faulty main drive oil seal. 2. Faulty rear main bearing oil seal. Solution: 1.
PROBLEM: Clutch slips, does not disengage. CAUSE: 1. Overloading vehicle. 2. Clutch disc has been replaced but not clutch pressure plate cover assembly. 3. Lack of applied load (inefficient diaphragm spring pressure or coil spring pressure). CAUSE: SOLUTION: 1. Do not overload vehicle. 1. Improper driving practice; down changing gear constantly. 2. The speed of the vehicle is actually higher than of the shifted to gear. 3.
SYMPTOM: Clutch slip. CAUSE: 1. The clutch was engaged while coasting downhill causing the facings to burst through extreme shock. 2. Gear being shifted down when the vehicle engine is revving lower than the transmission ratios, resulting in excessive RPM at the driveline end. This is beyond the capacity of the burst strength specifications of the friction material. 3. Lock of free travel caused by faulty clutch slave cylinder or air over hydraulic system (common in Japanese truck applications).
PROBLEM: Torsion dampener stopper springs thrown out of side plate/stop pins worn. SYMPTOM: Noisy clutch/unable to engage or disengage gear. CAUSE: 1. Improper driving practice i.e. “dropping” the clutch whilst engine is turning at extremely high revolutions. 2. Down changing of gears i.e. 5th gear to 2nd gear by low speed/high driving gear method. 3. Wear on the stop pins indicates the clutch plate has been wound past specified torque loading. This has the same affect on the springs. 4. Misalignment.
SYMPTOM: Pedal graunch sometimes described as erratic feeling when depressing clutch pedal with engine running but OK when not running/notchy clutch pedal. PROBLEM: Excessive wear on diaphragm tips. CAUSE: Cause: 1. Eccentricity between the axis of rotation of the clutch cover pressure plate assembly and that of the clutch thrust bearing. Symptom: Difficult to disengage gear/ Noisy clutch. 2. Inferior clutch thrust bearing (not self centering type). 3.
Symptom: Clutch slipping/Noisy clutch. Cause: Clutch cover pressure plate assembly hold down bolts to assist ease installation not removed. Solution: Remove hold down bolts painted in red. (Do not remove clutch lever adjustment nuts which are not painted in red) PROBLEM: Oil or grease contamination on friction surface. Symptom: Slipping clutch/Judder. Cause: Excessive grease or low viscosity grease causes this problem.
Cause: 1. Flywheel not even/warped. 2. Deep scoring indentations from previous worn clutch. Solution: Always resurface flywheel before installing new clutch. Refer to figure below. 50% 25% PROBLEM: Worn clutch disc facing fibres and dirt lodged between diaphragm spring and clutch cover housing causing loss of clamp load. Belled out surface might look smooth but uneven SYMPTOM: Slipping clutch and clutch drag. CAUSE: 1. Bell housing not degreased and cleaned. Careless installation of new clutch.
SYMPTOM: After installation of new clutch, unable to select gear. CAUSE: Over adjustment of clutch that has caused stretching of retractor clips on clutch cover pressure plate assembly. SOLUTION: 1. Fit new cover assembly 2. Adjust clutch to manufacturer’s specifications. PROBLEM: Crashing gears/stretched and damaged retractor clip. (Clip under diaphragm). SYMPTOM: Difficult engagement/disengagement after installation of new clutch.
SYMPTOM: Slipping clutch/shudder/judder. CAUSE: 1. Lack of free travel/bearing riding on diaphragm. 2. Driver resting foot on clutch pedal. 3. Quill shaft worn/bearing stuck on a worn spot and not returning to original position. 4. Clutch slave cylinder corroded or worn and piston not returning to allow free travel. PROBLEM: Clutch diaphragm fingers or levers are uneven. Symptom: Clutch drag/Judder/Noisy clutch. Cause: The pressure plate cover assembly was torqued down incorrectly i.e. not diagonally.
SYMPTOM: Slipping clutch. CAUSE: PROBLEM: Rattle while idling from clutch area mostly after new clutch is installed. Worn absorber rubber tip. SYMPTOM: Clutch fork rattle whilst idling. CAUSE: Clutch cover pressure plate assembly contaminated with oil. 1. Some clutch thrust bearing carriers are held firmly by an absorber rubber bush that wears. 2. Clutch thrust bearing carrier saddle worn. SOLUTION: 1. Rectify oil leaks. 2.
SYMPTOM: Notchy clutch pedal when depressing clutch. CAUSE: Worn quill shaft/gear box nose cone slide not replaced. SOLUTION: Renew or re-sleeve gear box quill shaft. SYMPTOM: Noisy clutch thrust bearing. CAUSE: Clutch thrust bearing fitted incorrectly e.g. back to front. SOLUTION: Replace with new bearing fitted correctly i.e. right way round. PROBLEM: Unable to select gear and unable to stop rotation of main drive shaft. SYMPTOM: Clutch brake not operating (large pull type clutch). CAUSE: 1.
Symptom: Malfunction of cylinder assembly. PROBLEM: Notchy clutch pedal/Slipping clutch. Cause: In case of CSC, Concentrated Slave Cylinder, internal piston not traveling smoothly causes system failure, and it may result in following symptom; Cause: Difficult to disengage gear: 1. Fixing or sticky movement causes short stroke and results in difficult to disengage. Solution: Apply appropriate grease. Renew worn out parts or scratched parts.
SYMPTOM: Excessive free travel/clutch does not disengage/ noisy - Japanese range of trucks. CAUSE: Incorrectly fitted clutch thrust bearing carrier to clutch release fork causing bearing carrier to spin off the fork tips and bearing carrier saddle. This problem could also be caused if the tension on the release bearing carrier wire clip in not sufficient. SOLUTION: 1. All care should be taken when replacing bearing carrier on the clutch fork. Also ensure the retaining spring clip has sufficient tension.
PROBLEM: Noise, Difficultly engaging gears. CAUSE: Broken drive hub on clutch disc. Damaged stop pin from high RPM clutch “dumping” of “side skipping” from a stop. SOLUTION: Driver education, change driving style. CAUSE: Intermediate plate not in the correct location on the flywheel. SOLUTION: Always line up the blue marks on all the components during installation.
CAUSE: SOLUTION: Driver education, Change driving style, use lug type multi plate clutch. PROBLEM: Clutch slippage “slipping”. CAUSE: Loose cover assembly bolts from improper bolt tightening torque procedure. SOLUTION: Use manufacture bolt torque specs. Tighten evenly. Use thread locker to ensure bolts do not loosen. Refer to page 70 for proper tightening specifications. PROBLEM: Chipped facing. CAUSE: Improper break in of clutch assembly. SOLUTION: Follow manufactures break in procedures.
a. Manufactures exact model and model year. b. Engine size and engine code. c. If they have altered the vehicle by doing a engine swap or a transmission swap. d. If they have updated or back dated any of the engine and/or transmission components. e. Good to know information if at all possible 1. Input shaft size (measure the outer most diameter of the input shaft spline) 2. Disc size outer diameter 3. Vehicle chassis code 2.
Stage 2 — Cerametallic Friction Disc Lightweight One Piece Chromoly EXEDY cerametallic clutches are designed to handle the abuse of high power modified engines. Our cerametallic friction material can handle much more abuse than stock type disc assemblies without slipping and fading. EXEDY flywheels combine low weight, low inertia and high thermal capacity. They are designed for lightly tuned racing cars for drag racing, autocross and rally events, as well as street usage.
Patented One Touch Snap in Function The Hyper Single Clutch is engineered to optimize the performance of cars that are moderately modified, but do not require the clutch capacity of a multi-plate clutch. Similar to our multi-plate clutches, it has a purple anodized, forged aluminum cover. The aluminum cover is stiffer than a stamped cover and therefore allows a higher lever ratio to maintain the pedal efforts at a reasonable level. There is no clamp load deflection as found in a pressed metal type cover.
The amount of center plate travel during release is always maintained in a neutral position by the reaction force of the lifting plate attached to both sides of the center plate. Hyper Carbon Series The flagship model of EXEDY clutches, the Carbon Steel Multi-Plate Clutch. These Clutches are lightweight, durable and resilient to high heat, contributing to an improvement in track times.
Carbon-D Single By controlling the carbon fibers 0.50 and baking temperature, the cross 0.49 0.48 0.48 0.47 layer type carbon material, which is the most appropriate for high 0.31 revolution strength and high torque transmission, is applied to tuning car clutches. Semi-carbon clutches offer lightweight, high heat resistance and a stable friction coefficient.
1. Pressure Plate (Clutch Cover) More Floating Space Bolt Hole Diameter Dowel Hole Diameter PCD A B (Pitch Circle Diameter) Alternating Points of Friction and Wear C Increased Durability and Superior Performance Part Numer on this Area A: Pressure Plate Outer Diameter B: Pressure Plate Inner Diameter C: 6 digit number on spring surface (Flywheel side) 2. Clutch Disc A. Outer Diameter B. Inner Diameter C. Number of Spline Teeth D.
STUDY BEFORE ASSEMBLY STUDY BEFORE INSTALLATION INSTALLATION AND SNAP-IN PROCESS PATENTS PENDING One for Pull Clutch Four for Release Bearing Mechanism 1. Warped alloy bell housing Install bearing on to clutch fork, install transmission (G/Box) then the release fork must be pulled in the direction reverse to the release firmly. The bearing is then snapped in. DISASSEMBLY 2. Tubular dowel pin guides crushed during fitting of bell housing to mating dowel pin hole and/or missing dowel pins. 3.
Measure the clutch pedal height. Standard value (A): 202.1 - 206.1 mm (7.96 - 8.11 inch) The reason why these components need to be torqued down to a specific value is to ensure that the components do not loosen up and function improperly. The clutch and flywheel spin to thousands of RPM’s and have varied harmonics sent though them by the engine and drivetrain.
Please read before installation HYPER CLUTCH TWIN CLUTCH TRIPLE PLATE CLUTCH CARBON CLUTCH SYSTEMS PLEASE ADVISE DRIVER OF VEHICLE: Installing a sports/performance clutch to suit various vehicles, can transfer harmonic transmitted noises from the engine to the gearbox. This may also cause gearbox rattle. These transmitted noises will in no way effect the performance of the clutch or vehicle and is accepted in the performance industry where engine/clutch modifications have been carried out.
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