The clutch is definitely an often overlooked component in a manual transmission. Without a clutch system, the vehicle can have no way of disengaging power from the drive train, allowing the vehicle to stop, start, or even shift gears. The clutch is located inside a container between the engine and the transmission. The casing is bell-shaped, so it is actually called a bell casing. The clutch connects to the engine’s flywheel and also to the output shaft in the transmission, then inserts into the clutch disc to allow the engine to rotate the shaft once the clutch is disengaged.

Pressure Plate: The pressure plate assembly is secured to the flywheel via mounting bolts that connect the stamped cover to the flywheel. During engagement, the pressure plate assembly holds the disc assembly to the flywheel, transmitting power from the engine to the transmission. During disengagement, the flow of power is interrupted once the pressure plate releases the flywheel disc. Instead, the pressure plate lifts off the flywheel, creating a large enough gap on the disc to disengage the flywheel, allowing the operator to shift.

Clutch Disc – The disc is mounted on the input shaft, between the pressure plate assembly and also the flywheel. During actuation, the disc slides onto the input shaft to be solidly clamped, as well as “mated”, between the flywheel and also the installed pressure plate. During undock, the drive does not dock. Although the pressure plate has been installed and the flywheel continues to turn, the input shaft and disc no longer turn due to the motor.

Pilot Bushings: Pilot bearings, in addition to bushings, serve as a guide and seat for any transmission input shaft during engagement and disengagement once the flywheel and pressure plate assembly rotate at different speeds than the shaft. In addition to the disc assembly, the pilot bearing rotates. .

Throwout Bearing: The throwout bearings are created to pivot forward and compress the pressure plate levers, which disengages the clutch system. Although all release bearings are designed for the same essential function, they come in many sizes and shapes because they must work in conjunction with various actuation systems.

As an example, angular contact bearings tend to be combined with hydraulic systems and are made to remain in constant contact with all of the fingers of the clutch diaphragm spring. As a result, these bearings employ a self-centering feature that compensates for misalignment by centering the bearing to the same extent as the diameter of the diaphragm spring fingers. This reduces noise, heat, vibration and bearing wear while increasing clutch life.

Standard release bearings, on the other hand, are not designed with regard to constant contact functions. Instead, they are designed to work in conjunction with mechanical actuation systems because the thrust face of the release bearing contacts the fingers of the pressure plate only during actuation of the clutch system. The contact time is short, so a slight misalignment does not matter.

The latest change in release bearing technology integrates the actuation of the clutch system, in addition to the release bearing, directly into one component. This system is called CSC (Concentric Slave Cylinder). Eliminates the demand for several additional components such as the traditionally designed yoke, bearing retainer, pivot ball and release bearing.