A PROJECT ON STUDY AND FABRICATION OF PNEUMATIC CLUTCHGUIDED BY : XXXXXXXXXXX

MUCHHALA POLYTECHNIC , XXXXXX, XXXXXXXXXXX2005-2006

SUBMITTED BY XXXXXXXXXXXXXXX XXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXXXX XXXXXXXXXXXXXXX

XXXXXXXXXXXXXX

SUBMISSIONI, ( Full Name) Shri /Kum ---------------------------------------------------Roll/ Seat No.-------------------- a student of FINAL Year Of the course MECHANICAL ENGINEERING humbly submit that I have completed from time to time the Seminar / Project work as described in this Report by my own skill and study between the period From AUGUST 2004 TO APRIL 2005 as per the instruction / guidance of (Name of Teacher)----------------------------------And that, following students were associated with me for this work. However, the teacher has approved quantum of my contribution. And that, I have not copied the Report or its an appreciable part from any other Literature in contravention of the academic ethics.

1) 2) 3) 4) 5)

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Date:---------------------Student)

( Signature of the

INDEXACKNOWLEDGEMENT 1. INTRODUCTION 2. WORKING PRINCIPLE 3. OPERATION 4. CONSTRUCTION 5. EXPERIMENTATION 6. ENGINE CONTROLS 7. SELECTION OF MATERIAL 8. DESIGN 9. FABRICATION 10. COST ESTIMATION 12 DISMANTLING PROCEDURE13 CONCLUSION

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14 REFRENCES

DEPARTMENT OF MECHANICAL ENGINEERINGMUCHHALA POLYTECHNIC THANE

ACKNOWLEDGEMENTWe are very glad to present this project report on STUDY AND FABRICATION OF AUTOMOBILE CLUTCH. Many people have contributed directly or indirectly in successful making of this project. So we would like to express our gratitude towards them.

We are very much obliged to our project guide Prof.XXXXXXXX head of Mechanical Engineering Department for guiding us. His valuable suggestions contributed for systematic and timely completion of our project work. We would equally also like to thank our work sop staff and power engineering lab personnels for guiding and helping us timely. We are also very much thankful to our honorable Principal Prof. LOLGE for his co-operation and making all the facilities available for us. Finally, we would also thank all our teaching and non-teaching staff members and our friends who directly or indirectly contributed to the same. Last but not the least we are thankful to our parents who inspired us and made all the facilities available for us.

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CHAPTER-01 INTRODUCTION

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CLUTCHES A clutch is a form of a coupling. The clutch engages and disengages the engine crankshaft to or from the transmission and the rest of the power train. Engine power to the load must be applied slowly to allow a smooth engagement and to lessen shock on the driving and driven parts. After engagement, the clutch must transmit the engine power to the transmission without slipping. Additionally, the engine must be disconnected from the power train in order to shift gears.Figure1.Typical manual shift transmission.

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Figure 2 -Types of clutches. Clutches transmit power from member to the driven member by friction. In the DISC CLUTCH (fig. 2-3), the driving plate secured to the engine flywheel gradually contacts the driven member (disc) attached to the transmission input shaft. The contact is made and held by strong spring pressure controlled by the operator

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with the clutch pedal (fig. 2-4). With only light spring pressure, there is little

Fig3: clutch side view friction between the two members, and the clutch can slip; therefore, do not use the clutch pedal as a footrest. As the spring pressure increases, friction also increases, and less slippage occurs. When the operators foot is removed from the clutch pedal and the full spring pressure is applied the speed of the driving plate and driven disc is the same and all slipping stops. The flywheel and the transmission input shaft are then connected. Improper adjustment can damage or ruin a clutch. Figure shows the proper free travel and linkage. Several clutch troubles may occur during vehicle operation that should be documented and turned in before too much damage occurs. These troubles include incorrect

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free travel, slipping, chattering, or grabbing when engaging; spinning or dragging when engaged; and clutch noises. MANUAL TRANSMISSION The transmission is located at the rear of the engine between the clutch housing and the propeller shaft. The transmission transfers engine power from the clutch shaft to the propeller shaft and allows the operator to change the gear ratio between the engine and the rear wheels.

Figure 4 -Cross section of a disc clutch

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. Figure 5 -Disc clutch operation

. Figure 6 -Clutch linkage. Dual-ratio, or two-speed rear axles are often used on trucks. They have two gear ratios that can be chosen by the operator, usually by a manual control lever. A dual-ratio rear axle works the same as the auxiliary transmission; it doubles the number of gear ratios for driving the vehicle under the various loads and on 11

different

roads. The most common transmission type is the synchromesh The synchromesh transmission is basically a constant mesh,

transmission.

collar-shift transmission with an extra device, called a synchronizer, to equalize the speed of the mating parts before they engage. The synchronizer is used in all manual automotive transmissions and is common in other equipment where shifting while moving is required. Part of the prestart operation is to check the fluid level in the manual transmission. The normal level of lubricant is usually at the bottom of the filler plug opening. When lubricant is needed, you should always check the operators manual for the location and type of lubricant required for the transmission. When you keep the lubricant level correct, the gear teeth are protected, foam is reduced, and the transmission runs smoothly. Some transmission troubles that you may encounter and must document are as follows: Hard shifting Slipping out of gear No power through the transmission Transmission noisy when in gear Gear-clash in shifting Oil leaks.

Fig:7 a colour view of clutch Manual Shift Operation Skill in manual shifting is a requirement of professional driving. Poor manual shifting results in poor vehicle performance and can cause vehicle damage. Know the gearshift lever positions so well that you can

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shift to any gear without looking at the shift lever. The gearshift pattern is usually

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diagramed in the vehicle or in the operators manual. Never move the gearshift lever from one position to another while the engine is running until you have fully depressed the clutch pedal with your left foot. To shift gears smoothly and quietly, you must keep the pedal fully depressed until the shift has been completed. You should understand that the clutch provides the means of applying engine power to the wheels smoothly and gradually. To be a professional operator, you must learn just where the clutch starts to engage, how far the pedal must move to become fully engaged how much free play there is in the pedal, and how fast you should engage the clutch. Keep your foot off the clutch pedal except when actually starting, stopping, or shifting gears. Even the slight constant pressure on

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the clutch pedal causes excessive wear. For the same reason, when stopped on a hill, never slip your clutch to keep from rolling backward; instead, use the brakes. Depress the clutch pedal and shift the transmission shift lever into neutral while waiting for a long traffic light or when halted for other reasons. Release the clutch after shifting into neutral. When slowing your vehicle to stop or make a turn, be sure to reduce the vehicle speed to 15 miles per hour or less before depressing the clutch pedal. Coasting a vehicle at a high rate of speed with the clutch pedal depressed is dangerous, because control becomes more difficult and damage to the clutch may occur. This kind of practice is abusive to the vehicle. CLUTCH SHIFTING. After the prestart operation has been performed and you have acquainted yourself with the instruments and controls of the vehicle, warm the engine with the transmission in neutral. Start the vehicle moving with the transmission in low or first gear by following these steps: 1. Depress the clutch pedal and shift into low gear. 2. Check the mirrors, check blind spots, and give signals as required. 3. Let the clutch pedal up slowly, pausing at the friction point or when you feel it taking hold. Again, recheck the mirrors for traffic. 4. Release the parking brake and slowly release the clutch pedal, and at the same time, slightly depress the accelerator. 5. When the driving operation is under way, remove your left foot completely from the clutch pedal. DOUBLE-CLUTCH SHIFTING. Professional driving practice in trucks (1 1/2 ton or larger) often requires double clutching to permit proper engagement of the gears and to prevent loss of momentum. To shift to a lower gear by double clutching, follow these steps: 1. Release the pressure from the accelerator as you begin depressing the clutch pedal. 2. When the clutch pedal is fully depressed, move the gearshift lever to neutral position 3. Release the clutch pedal, and at the same time, depress the accelerator to speed up the engine. 4. Letup on the accelerator and depress the clutch pedal. 5. While the pedal is depressed move the gearshift lever to the next lower gear. 6. Release the clutch pedal, and at the same time, depress the accelerator to maintain engine speed as the load is again connected to the engine by the engagement of the clutch. The procedure is the

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same for shifting to a higher gear speed, except that the engine is NOT accelerated while the transmission is in neutral. CAUTION When you are shifting gears in rough terrain and on hills, never let your vehicle slow down to a point where the engine begins to labor or jerk before shifting into a lower gear ratio. Always anticipate the need for extra power and shift gears accordingly. When descending a hill, with or without a heavy cargo load, always drive with your vehicle in gear and the clutch pedal out. NOTE: You may encounter vehicles that may have more complicated transmissions, such as multigear ranges, dual-speed axles, or other special features. As an operator, read and understand the operators manual pertaining to a particular vehicle before attempting to operate it. It is designed to machine gun or in fire control cams. The shape of the connect or disconnect a driving and a driven part as a means of stopping or starting the driven part. There are that seen in bicycles. It engages the rear sprocket with two general classes of clutches: positive clutches and the rear wheel when the pedals are pushed forward and friction clutches. Lets the rear wheel revolve freely when the pedals are Positive clutches have teeth that interlock. The stopped. simplest is the jaw or claw type (fig. 11-25, A), usable The object of a friction clutch is to connect a rotating only at low speeds. The teeth of the spiral claw or ratchet member to one that is stationary, to bring it up to speed, type interlock only one waythey and to transmit power with a minimum of slippage. cannot be reversed. An example of this type of clutch is Figure 11-25, C, shows a cone clutch commonly used in motor trucks. Friction clutches may be single-cone or doublecone. Figure shows a disc clutch, also used in autos. A disc clutch also may have several plates (multiple-disc clutch). In a series of discs, each driven disc is located between two driving discs. You may have had experience with a multipledisc clutch on your car. The Hele-Shaw clutch is a combined conical-disc clutch. Its groove permits cooling and circulation of oil. Single-disc clutches are frequently dry clutches (no lubrication); multiple-disc clutches may be dry or wet (either lubricated or operated with oil). Magnetic clutches are a recent development in which the friction surfaces are brought together by magnetic force when the electricity is

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turned on. The induction clutch transmits power without contact between the driving and driven parts. The way pressure is applied to the rim block, split ring, band, or roller determines the names of expanding clutches or rim clutches. In one type of expanding clutch, right- and left-hand screws expand as a sliding sleeve moves along a shaft and expands the band against the rim. The centrifugal clutch is a special application of a block clutch. Machines containing heavy parts to be moved, such as a rolling mill, use oil clutches. The grip of the coil causes great friction when it is thrust onto a cone on the driving shaft. Yet the clutch is very sensitive to control. Diesel engines and transportation equipment use pneumatic and hydraulic clutches. Hydraulic couplings, which also serve as clutches, are used in the hydraulic A-end of electric-hydraulic gun drives. CLUTCH Gear box

Lay out of transmission system

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CHAPTER-02 WORKINGThe clutch is placed in the power train of motorized equipment for two purposes: First, it provides a means of disconnecting the power of the engine from the driving wheels and accessory equipment. When you disengage the clutch, the engine can run without driving the vehicle or operating the accessories. Second, when you start the vehicle, the clutch allows the engine to take up the load of driving the vehicle or accessories gradually and without shock. 18

Clutches are located in the power train between the source of power and the operating unit. Usually, they are placed between the engine and the transmission assembly, as shown in figure.

Clutches

generally

transmit

power

from

the clutch-driving member to the

driven member by friction. Strong springs within the plate clutch gradually bring the driving member (plate), secured to the engine flywheel, in contact with the driven member controls the pressure of the springs through use of the clutch. If the driver only applies light pressure, little friction takes place between the two members, which permits the clutch to slip. As the driver increases pressure, friction also increases and less slippage occurs. When the drivers foot releases pressure from the clutch pedal and applies full spring pressure, the driving plate and driven disc move at the same speed. All slipping then stops because of the direct connection between the driving and driven shafts. In most clutches, a direct mechanical linkage exists between the clutch pedal and the clutch release yoke lever. Many late model vehicles and some larger units that require greater pressure to release the spring use a hydraulic clutch release system. A master cylinder, similar to the brake master cylinder, attaches to the clutch pedal. A cylinder, similar

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to a single-acting brake wheel cylinder, connects to the master cylinder by flexible pressure hose or metal tubing. The slave cylinder connects to the clutch release yoke lever. Movement of the clutch pedal actuates the clutch master cylinder. Hydraulic pressure transfers this movement to the slave cylinder, which, in turn, actuates the clutch release yoke lever. We use various types of clutches. Most passenger cars and light trucks use the previously mentioned plate clutch. The plate clutch is a simple clutch with three the clutch shaft and faced on both sides with friction plates, one of which is clamped between the other two materials. When the clutch is fully engaged, the driven Figure shows exploded and cross-sectional views disc is firmly clamped between the flywheel and the of a plate clutch. driving plate by the pressure of the clutch springs.

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Fig: Single-disk clutch

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That results in a direct, non slipping connection between the driving and driven members of the clutch. In this position, the driven disc rotates the clutch shaft to which the driving members of the single-disk clutch it is splined. The clutch shaft is connected to the driving consist of the flywheel and the driving (pressure) plate. Wheels through the transmission, the driven member consists of a single disk, splined to drive, differential, and live axles. Propeller shaft, final double-disk clutch is basically the same as the single-plate disk clutch except that another driven disk and intermediate driving plate are added. 22

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Clutch linkage. transmission transfers engine power from the clutch shaft to the propeller shaft and allows the operator to change the gear ratio between the engine and the rear wheels. Dual-ratio, or two-speed rear axles are often used on trucks. They have two gear ratios that can be chosen by the operator, usually by a

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manual control lever. A dual-ratio rear axle works the same as the auxiliary

transmission; it doubles the number of gear ratios for driving the vehicle under the various loads and on different roads. The most common transmission type is the synchromesh transmission. The synchromesh transmission is basically a constant mesh, collar-shift transmission with an extra device, called a synchronizer, to equalize the speed of the mating parts before they engage. The synchronizer is used in all manual automotive transmissions and is common in other equipment where shifting while moving is required. Part of the prestart operation is to check the fluid level in the manual transmission. The normal level of lubricant is usually at the bottom of the filler plug opening. When lubricant is needed, you should always check the operators manual for the location and type of lubricant required for the transmission. When you keep the lubricant level correct, the gear teeth are protected, foam is reduced, and the transmission runs smoothly. Some transmission troubles that you may encounter and must document

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are as follows: l l l l l l Hard shifting Slipping out of gear No power through the transmission Transmission noisy when in gear Gear clash in shifting Oil leaks Manual Shift Operation Skill in manual shifting is a requirement of professional driving. Poor manual shifting results in poor vehicle performance and can cause vehicle damage. Know the gearshift lever positions so well that you can shift to any gear without looking at the shift lever. The gearshift pattern is usually diagramed in the vehicle or in the operators manual. Never move the gearshift lever from one position to another while the engine is running until you have fully depressed the clutch pedal with your left foot. To shift gears smoothly and quietly, you must keep the pedal fully depressed until the shift has been completed. You should understand that the clutch provides the means of applying engine power to the wheels smoothly and gradually. To be a professional operator, you must learn just where the clutch starts to engage, how far the pedal must move to become fully engaged how much free play there is in the pedal, and how fast you should engage the clutch. Keep your foot off the clutch pedal except when actually starting, stopping, or shifting gears. Even the slight constant pressure on the clutch pedal causes excessive wear. For the same reason, when stopped on a hill, never slip your clutch to keep from rolling backward; instead, use the brakes. Depress the clutch pedal and shift the transmission shift lever into neutral while waiting for a long traffic light or when halted for other reasons. Release the clutch after shifting into neutral. When slowing your vehicle to stop or make a turn, be sure to reduce the vehicle speed to 15 miles per hour or less before depressing the clutch pedal. Coasting a vehicle at a high rate of speed with the clutch pedal depressed is dangerous, because control becomes more difficult and damage to the clutch may occur. This kind of practice is abusive to the vehicle.

CLUTCH SHIFTING.

After the prestart operation has been

performed and you have acquainted yourself with the instruments and controls of the vehicle, warm the engine with the transmission in neutral. Start the vehicle moving with the transmission in low or first gear by following these 26

steps: 1. Depress the clutch pedal and shift into low gear. 2. Check the mirrors, check blind spots, and give signals as required. 3. Let the clutch pedal up slowly, pausing at the friction point or when you feel it taking hold. Again, recheck the mirrors for traffic. 4. Release the parking brake and slowly release the clutch pedal, and at the same time, slightly depress the accelerator. 5. When the driving operation is under way, remove your left foot completely from the clutch pedal.

DOUBLE-CLUTCH SHIFTING. Professional driving practice in trucks (11/2 ton or larger) often requires double clutching to permit proper engagement of the gears and to prevent loss of momentum. To shift to a lower gear by double clutching, follow these steps: 1. Release the pressure from the accelerator as you begin depressing the clutch pedal. 2. When the clutch pedal is fully depressed, move the gearshift lever to neutral position 3. Release the clutch pedal, and at the same time, depress the accelerator to speed up the engine. 4. Letup on the accelerator and depress the clutch pedal. 5. While the pedal is depressed move the gearshift lever to the next lower gear. 6. Release the clutch pedal, and at the same time, depress the accelerator to maintain engine speed as the load is again connected to the engine by the engagement of the clutch. The procedure is the same for shifting to a higher gear speed, except that the engine is NOT accelerated while the transmission is in neutral.

CAUTION When you are shifting gears in rough terrain and on hills, never letyour vehicle slow down to a point where the engine begins to labor or jerk before shifting into a lower gear ratio. Always anticipate the need for extra power and shift gears accordingly. When descending a hill, with or without a heavy cargo load, always drive with your vehicle in gear and the clutch pedal out.

NOTE: You may encounter vehicles that may have more complicatedtransmissions, such as multigear ranges, dual-speed axles, or other special features. As an operator, read and understand the operators manual pertaining to a particular vehicle before attempting to operate it. A multiple-disk clutch is one having more than three plates or disks. Some have as many as 11 driving plates and 10 driven disks. Because the multiple-disk 27

clutch has a greater frictional area than a plate clutch, it is suitable as a steering clutch on crawler types of tractors.

The multiple-disk clutch is sometimes used on heavy trucks. Its operation is very much like that of the plate clutch and has the same release mechanism. The facings, however, are usually attached to the driving plates rather than to the driven disks. That reduces the weight of the driven disks and keeps them from spinning after the clutch is released. You may run into other types of friction clutches such as the lubricated plate clutch and the cone clutch. These types are seldom used on automatic equipment. However, fluid drives are largely replacing the friction clutches in automobiles, light trucks, and some tractors.

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58 230 244 44

CLUTCH PLATE 44 20 40 PRESS BUSH 29

Taper roller main bearings with generous side-loading capacity. Universal for application to either side (radial) load or in-line axial loads. Press-fit pilot shaft to eliminate slippage and wear on shaft pilot surface. Supplied with sealed for life pilot bearing. Grease hose with stainless steel braiding for improved heat and wear resistance. Clutch engagement mechanism: "A" type = ball bearing equipped, "B" type = bronze collar equipped. Long engagement lever for more comfortable operation. Friction materials: Popular high capacity non-asbestos lining. Adjustment collar, with convenient locking device, painted red to catch operators attention. Since clutch life is dependent of regular adjustment, this feature has proven very beneficial. Cotter pins secure the linkage pins reliably. Lubrication points. Both standard and short shaft versions available.

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Full product support services and same day parts shipment policy.

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CHAPTER-03 AUTOMOBILE CLUTCHESPreamble: The correct usage of a Mechanical Transmission Cars Clutch continues to elude a vast majority of Motorists. Yet, if the basics of it are understood which is no Einsteins Theory of Relativity there is nothing simpler or easier than that. 34

In the following Paras of Part-I of this Article, lets take a conducted tour of what this bugbear is all about. In Part-II, well discuss a real-life situation. What is a Clutch anyway! In simple speak, its a device introduced between the Engine and Gearbox/Wheels of a Car to enable the Car to take off smoothly from stand still, accelerate it through its various gears, cruise, bring it to stand-still again and of course to reverse it inevitably as and when required. How does it work? The principle of its working is some what like Brakes both using a specially designed long life friction material made to rub against a rotating metallic surface in order to bring it to a halt. However, the difference between the two is that in case of Brakes, halt means bringing the car smoothly to a stop when actuated where as in a Clutch, it almost rigidly-couples the Engine/Flywheel to the Gearbox/Input Shaft. Why I say almost is because its not a metallic jaw/tooth kind of a lock but sandwiching of the friction material between two metallic ones under adequate pressure. A typical Clutch Assembly: The Diaphragm type Clutch Assy deployed in most present day cars comprises I) the Flywheel Face, ii) the Clutch Disc/Plate, iii) the Pressure Plate and iv) Release Bearing. The illustration below should give one an idea as to how they are all lined-up inside the Bell-Housing.

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When you depress the Clutch Pedal in the Cabin, a 'cable' linking the pedal to the Clutch Operating Mechanism pushes the Release Bearing forward towards the 'Fingers' of the Pressure Plate Diaphragm - to release the Clutch-Disc otherwise held firmly between the Engine Flywheel at one end and the Pressure-Plate at the other and viceversa. The Clutch Disc is mounted on the Gearbox Input Shaft, which is splined (the male) and a mating female hub at the centre of the Clutch Disc. The sketch above is illustrative of such an arrangement. Normally, assuming your Clutch is correctly adjusted, which is seldom the case, with your foot completely off the clutch pedal - the Release Bearing is a supposed to be a little distance away from the PP-Fingers and thus not rotating. Looking at the clutch housing on the flywheel Single, dry, clutch friction disc, the hub is attached to the disc with spring dampeners.

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A clutch is any mechanism for transmitting rotation, which can be engaged and disengaged. In everyday use, the term clutch refers to a subcomponent of motor vehicle engine's transmission designed to allow engagement or disengagement of the engine to the gearbox or whatever apparatus is being driven. There are many different vehicle clutch designs, but most are based on one or more friction discs, pressed tightly together or against a flywheel using springs. The friction material is very similar to the material used in brake shoes and pads and used to contain asbestos. The spring pressure is released when the clutch pedal is depressed and the discs are held less tightly and allowed to rotate freely. A wet clutch is immersed in lubricating fluid to keep the surfaces clean and to cool it, for improved performance and longer life; while a dry clutch is not. Since the surfaces of a wet clutch can be slippery (as with a motorcycle clutch bathed in engine oil), stacking multiple clutch disks can compensate for slippage. In a car it is operated by the left-most pedal using hydraulics or a cable connection from the pedal to the clutch mechanism. No pressure on the pedal means that the clutch plates are engaged (driving), while depressing the pedal will disengage the clutch plates, allowing the driver to shift gears. There are other clutches found in a car. For example, the radiator fan may have a clutch that is heat-activated. One such design is a special fluid coupling. When the

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temperature is low, the special fluid is thin and so the clutch slips. When the temperature is high, the fluid thickens, causing the fan to spin. A manual transmission contains clutches for selecting gears. These clutches have matching teeth, so-called dog teeth, which means that the rotation speeds of the two parts have to match for engagement. This speed matching is achieved by a secondary clutch called a synchromesh, a device that uses frictional contact to bring the two parts to the same speed, and a locking mechanism called a blocker ring to prevent engagement of the teeth (full movement of the shift lever into gear) while the speeds are not synchronized. On most motorcycles, the clutch is operated by the clutch lever, located on the left handlebar. No pressure on the lever means that the clutch plates are engaged (driving), while pulling the lever back towards the rider will disengage the clutch plates, allowing the rider to shift. Some cars and mopeds have an automatic clutch, using centrifugal forces to engage the clutch above certain rpm, see Saxomat. When engaging the clutch, the engine speed may need to be increased from idle, using the manual throttle, so that the engine does not stall. However, raising the engine speed too high will cause excessive clutch plate wear and cause a harsh, jerky start. This kind of start is desired in drag racing and other competition, however. A clutch may also be a device on a shaft that will "slip" when higher than normal resistance is encountered on a machine. An example of a clutch such as this may be mounted on the driving shaft of a large grass mower. The clutch will "slip" or "give" if the blades were to hit a rock, stump, or other immobile object.

Classification of Clutches:There are large numbers of clutches used in different types of motor vehicles. They are classified as:1. Friction clutch a. Cone clutch 38

i) ii)

External Internal

b. Single plate clutch c. Multi plate clutch i) ii) Wet Dry

2. Centrifugal assisted clutch 3. Semi- centrifugal clutch 4. coil spring clutch 5. Diaphragm clutch or conical spring clutch a. tapered finger clutch b. crown spring type 6. Positive clutch a. Dog and splines Types of clutches:The following types of clutches are employed in vehicles:1. cone clutch 2. inverted cone clutch 3. single plate clutch 4. multplte clutch 5. diaphragm clutch 6. automatic clutch or fluid fly wheel clutch The cones and inverted clutch are now being phased out. Hence remaining types are discussed as:Single Plate Clutch : This type of clutch is now being widely used in cars, trucks and tractors. As shown in figure 2.6, it comprises ; (i) (ii) (iii) flywheel clutch plate or driven plate pressure plate assembly

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(iv) (v) (vi) (vii) (viii) (ix) (x) (xi) (xii)

pilot or spigot bearing clutch shaft thrust springs clutch fork release or carbon thrust bearing link for clutch pedal free play adjustment, clutch pedal driving studs and withdrawal sleeve.

The flywheel is attached to the crankshaft and rotates with it. A pilot or spigot bearing as its centre supports the clutch shaft at one end. The clutch plate has a pair of friction linings riveted on either side. The linings are of asbestos-based materials which have a high coefficient of friction. The clutch plate has a splined boss at the centre. This is to enable it to slide and rotate along with the clutch or gearbox input shaft. The pressure plate is fitted at the flywheel by driving studs. The necessary axial pressure is given by a number of thrust springs. A clearance known as clutch pedal free play is left between the withdrawal sleeve and clutch fork to allow the thrust springs to exert full pressure on the clutch plate. The clutch facing or lining may be of leather, cork, fabric or asbestos. Now-a-days asbestos-based material having a coefficient of friction of about 0.35 is being commonly used. Such a material has good wear properties, high coefficient of friction and high resistance to heat. the clutch driving Clutches transmit power from member to the driven member by friction. In the DISC CLUTCH (fig.), the driving plate secured to the engine flywheel gradually contacts the driven member (disc) attached to the transmission input shaft. The contact is made and held by strong spring pressure controlled by the operator with the clutch pedal (fig.). With only light spring pressure, there is little friction between the two members, and the clutch can slip; therefore, do not use the clutch pedal as a footrest. As the spring pressure increases, friction also increases,

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and less slippage occurs. When the operators foot is removed from the clutch pedal and the full spring pressure is applied the speed of the driving plate and driven disc is the same and all slipping stops. The flywheel and the transmission input shaft are then connected. Multiplate Clutch A Multiplate clutch is used to scooters, motorcycles, racing cars and bulldozers. In small vehicles, the size of the clutch, spring thrust and type of lining poses a restriction. The torque transmitted depends upon the type and strength of the friction plate and spring stiffness. Following Figure , shows a multi-plate disc clutch, also used in autos. A disc clutch also may have several plates (multiple-disc clutch). In a series of discs, each driven disc is located between two driving discs. You may have had experience with a multiple-disc clutch on your car

Fig: a pictorial view of multi plate clutch

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Centrifugal clutch:They resemble the coil spring clutches. The release levers of such clutches have weights attached to the outer ends. As the speed increases, the weights are forced outwards due to the centrifugal forces the release levers now apply greater pressure on the pressure plate, increasing the contact between fly wheel and clutch plate. the clutch pedal effort is reduced and smaller pressure springs are required. Mopeds employ centrifugal clutches having a spider as the driving member. This spider has four shoes forming the frictional surfaces. These are kept in contact with the cylindrical clutch case by means of flat springs. As the speed increases, the shoes extend outwards due to centrifugal force and make cylindrical clutch case to transmit full power. Fluid Flywheel Clutch: Fluid flywheels are used as clutches in cars employing automatic transmissions. It comprises of : turbine (driven member) pump (driving member) oil seal clutch shaft flywheel contact with the

the turbine and the pumps have a number of vanes and the two are placed facing each other. The pump is driven by the engine crankshaft, and the turbine drives the clutch shaft. These two units are placed in a housing filled with oil and are separated from each other by a small clearance. The fluid flywheel has the following advantages over conventional clutches :

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lesser maintenance costs torsional vibrations are damped no adjustment is required. Clutch pedal is eliminated altogether The transmission shocks are absorbed by the fluid.

Diaphragm clutch:In this type of clutch, the clamping pressure is provided by means of a diaphragm instead of coil pressure springs. It comprises of : pressure plate diaphragm springs fulcrum springs cover bolted to flywheel release bearings fork

the diaphragm is a conical steel disc, with its outer periphery located in the pressure plate but pivoted to the cover by fulcrum rings and locating studs. There are slots starting from the centre of the diaphragm to form a number of release fingers. Projections of the pressure plate house in the slots made in the driving plate. The release bearings applies pressure at the centre of the diaphragm. The advantages of the diaphragm clutch over conventional clutches are as follows: less effort is required to keep the clutch disengaged it does not have release levers, the slots emanating from the diaphragm center act as a series of levers. Rattles and squeaks are eliminated. It is compact in design and requires only a small sized housing

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-

Engine speeds have no effect on the diaphragm-spring clamping thrusts whereas coil springs tend to bend Accurate balancing of the clutch assembly eliminates vibrations. This act is balanced at all times. The operating load is uniform on the clutch plate.

fig: Diaphrgm clutch

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Fig : fluid fly wheel clutch

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CHAPTER-04 DESIGN OF CLUTCHClutch: A friction clutch found in vehicles equipped with a manual transmission consists of a clutch disk connecting the wheel of the engine and the transmission's input shaft. When the clutch is engaged, no internal friction is assumed, giving Mc = Mt, according to Figure 2.2. The transmitted torque is a function of the angular difference (m c) and the angular velocity dierence ( m - c) over the clutch Mc = Mt = ft( m - c ; m - c )

Figure : Subsystems of a vehicular driveline with its input and output angle and torque.

Example : A single plate clutch is to have a maximum capacity of 76 H P at 1800 rpm. The clutch facing has a coefficient of friction of 0.4 and permissible pressure

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of 2.11 kg cm2, considering uniform wear. The clutch is engaged through 12 springs. Determine the diameters of the clutch facing, if the inner diameter is 0.7 times the outer. engaged. Solution : HP x 4500 Torque = -----------------------2 x 3.14 x N 76 x 4500 T = -------------------------2 x 3.14 x 1800 = 30.20 kg.m = 3020 kg.cm. also, T = 3.14 u C (r21 - r22) x 2 3020 = 3.14 x 0.4 x 2.11 x r2 (r21 - (0.7)2 r22) x 2 r31 = 1600 r1 = 11.7 cm and r2 = 8.19 cm Find also the spring force of each spring when the clutch is

Hence Outside diameter = 23.4 cm

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Inside diameter = 16.38 Total Axial Force = 2 x 3.14 x C (r1 r2) = 2 x 3.14 x 8.19 (11.7 8.19) = 381 kg 381 Force on each spring = -------12 = 31.75 kg. Clutch: The clutch is assumed to be stiff, which gives the following equations for the torque and the angle Mc = Mt and m = c Factors affecting power transmitted by a clutch:There are two mating surfaces of a single plate clutch. Both of them transmit torque, T = 2 P R Hence the factors affecting the power transmitted by a multi plate clutch are :- T = P R N = co-efficient of friction P = spring force R = Mean radius of the friction faces N= number of mating surfaces. Here we have to design the single plate clutch consisting of pair of contacting surfaces. The inner and outer diameters are 100mm and 200mm respectively. The coefficient of friction is 0.2 and the permissible intensity of pressure is 1N/mm2. Assuming the

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uniform-wear criterion, calculate the power transmitting capacity of the clutch at 1000 rpm. pad P = ---------- ( D-d) 2 (1) (100) P = ---------------- (200-100) = 15707.96 N 2 P now using the equation, substituting the values, (0.2)(15707.96) now using the equation, (Mt)f = -------------------- (200+100) 4 = 235619.4 N-mm 2n (Mt)f we know the standard equn, Kw = --------------60 x 106 2(1000) (235619.4) Kw = -------------------------60 x 106 Kw = 24.67 But we have to transfer only 0.5 H.P. = 746/2 = 373 watts, hence our design is safe. (Mt)f = ----- (D+d) 4

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PNEUMATIC CLUTCH

PNEUMATIC CIRCIT DIADRAM I

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PNEUMATIC CIRCIT DIADRAM II

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Pneumatic cylinder (i) Single acting cylinder:- In a single acting cylinder, the compressed air is fed only in one direction. Hence this cylinder can produce work in only one direction. The return movement of the piston is effected by a built-in spring or by application of an external force. (ii) Double acting cylinder :-Here we have used double acting cylinder It is the pneumatic actuator, which is actuated using compressed air. The Force exerted by the compressed air moves the piston in two directions in a double acting cylinder. In principle, the stroke length is unlimited, although buckling and bending must be considered before we select a particular size of piston diameter, rod length and stroke length. The double acting cylinder consists of 1) Cylinder tube, 2) Piston unit, 3) Double cup packing on piston, rod packing of Orings, 4) bronze rod guide, 5) piston rod, 6) end covers (flanges) 7) port connection, 8) cushion assembly The cylinder is manufactured from aluminium solid bar with central bore on lathe machine. It is then made smooth internally using method of honing and lapping. It contains piston and piston rod, which reciprocates to and froe with the application of high-pressure air. The piston is fitted with the piston ring, which is made of Teflon rubber to make perfect compression of the air. The material used for various parts differs for different types of cylinders depending upon applications.

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There are a great variety of pneumatic linear actuators of which the single-rod double-acting is the most commonly used in industry. Some other types are shown below.

The single-rod double-acting actuator has a more powerful push than the pull force.

The double-rod double-acting actuator has equal push and pulls forces and can be used to simultaneously pull and push. The rod less double-acting actuator has equal push and pull forces that for the same bore is higher than the double rod type. As the internal piston moves, it drives the external slide as it moves in a zip lock fashion. Other cylinders use magnetic coupling to eliminate the sealing problems but are limited in force transmission capacity. The double-acting cable air actuator has a cable tied to an external slide. The cable wraps around a pulley at each end of the piston. The spring-return (or extend) single-acting actuator. This cylinder uses a spring force to move the piston in one direction. When pressurized, the air pressure overcomes the force of the spring and compresses it.

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One must be sure to allow air to escape from the end with the spring lest you compress the air inside and in effect make a much stiffer spring. 3) 5/2 Direction control hand operated direction control valve:Its basic symbol is as shown below:-

Fig.1.3 D.C. Valve symbol To control the to and fro motion of a pneumatic cylinder, the air energy has to be regulated, controlled, and reversed with a predetermined sequence in a pneumatic system. Similarly one has to control the quantity of pressure and flow rate to generate desired level of force and speed of actuation. To achieve these functions, valves are used to-(i) start and stop pneumatic energy, (ii) control the direction of flow of compressed air, (iii)control the flow rate of the compressed air and (iv) control the pressure rating of the compressed air. A direction control valve has two or three working positions generally. They are: 1. Neutral or zero position 2. Working position

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The positions are mostly numbered as 0,1,2. Direction control valves are designated to indicate both the number of ways as well as the number of working positions such as 4/2, 3/2,5/2 means 5 ways /2positions. Here we have used 5/2 direction control valve. In this design of direction control valve, 5 openings are provided .This ensures easy exhausting of the valve along with the two positions i.e. ON and OFF. Here the spool slides inside the main bore and according that the spool position is made ON or OFF due to the fact that the spool gets connected to the open side or the closed side of the air opening. 4) Air circulating devices:- The compressed air is stored in an air receiver from which air is drawn out in to the consumer point by means of pipe line. While lying out the pipe line for the system, one should take sufficient care and pay attention to see that the pressure drop from the generating point to the point of consumption remains as low as possible. For economical reason, it is always better if the total drop of pressure is kept limited to a maximum value of 0.1 bar Or even less. The following factors are taken into account while selecting pneumatic pipeline and other air- line installations:1) Pressure of compressed air in the lines 2) Total flow rate per unit time through the line 3) Permissible pressure drop in the line 4) Types of tube material and types of line fitting 5) Length and diameter of tube or other pipelines 6) Working environment. Considered the above factors we have selected the flexible hose tubes of 1/8diameter. 5) Frame :- Here we have designed C-shaped frame of 75 x 40 x 4.6 cross section of forged mild steel to hold the different components of the machine. It consists of following different components:i) Base- It forms the robust support to stand the machine vertically. It holds the weight of the vertical post and supports the direction control valve.. It is made of

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mild steel channels of size 40 x 75 x 5mm cross section and 285 x 385mm of rectangular base with the vertical post and the horizontal channel at the top.

Clutch assembly

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calculation of moment of Inertia of the system:I1 = Hub M.I. ; Diameter =130; weight of hub = 1.1 Kg I2 = Rim M.I.; Diameter =475; Weight of rim = 5.1 Kg I3 = Hub M.I.; Diameter=485; weight of tyre = 4 kg I = M x R2 hence I1 =1.1 x ( 130/2)2 I1 =4647.5 kgmm2 I2 =5.1 x ( 475/2)2 I2 = 287671.8 kgmm2 I3 = 4 x ( 485/2)2 I3= 235225 kgmm2 I = I1 + I2 + I3 = 527544.3 Kg-mm2 Total M.I. = I = 0.528 kgm2 At no load N = 36 rpm W = 2 N = 2 x 3.14 x 36 = 26 rad/sec2 T = I x 2 = 0.528 x (226)2 T = 2698.128 kg-mm Now we have to find the different values of angular acceleration at constant M.I. also we have to find the different values of torque at these various values of , by using the relation 1 = 1 - 2 / T1 hence, T1 = 1 - 2 / 1 Here in following table we estimated the values by carrying the actual test on the unit

Cylinder Sizing CalculatorThe air cylinder-sizing calculator below performs the following steps: 1. Calculate the area of the cylinder pistono

Area = Pi x r2

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2. Multiply the piston area by the air pressure to be usedo

Area x Pressure = Force Output

Note: The force output on the rod end of a cylinder will be slightly less due to the displacement of the rod. The real force output of a cylinder will be less than the theoretical output because of internal friction and external side loading. It is best to use a cylinder that will generate from 25% to 50% more force than theoretically needed. Material Bolt material : : Al. M.S. fs= 210kg/cm2 ft = 280 kg/cm2

Design a cylinder of internal diameter for Di=4 cm, Internal air pressure P= 25 kg/cm Max. ft=210kg/cm and max. ftb= 280 kg/cm. For this information we have to find

Thickness =

D 2 5

210+25 210-25 235

1

t= 2 185

1

t = 0.317 t = 0.32 cm = 3.2mm 62

Therefore To find the outer diameter of the cylinder,

t = 3.2mm

Outer diameter Do = Di + 2 ( t ) = 50 + 2 ( 3.2) = 50 + 6.4 = 56.4 mm

Width of packing = 0.5 cm

Force trying to separate the flanges, F = 3.14 D1 x P/4

= (3.14/4 ) (5) x 25 = 491 kg Force trying to be resisted by four bolts, i.e. Force on each bolt F = F1 Let = 491 kg

dc = core diameter . . . F = / 4 dc ft

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dc

=

4 x 491 3.14x 280

= 1.4cm = 14 mm Nominal diameter of the bolts are arranged at the corners of a square of such size that the corners of the nut clears the outside of the cylinder. Therefore the min. Length of diagonal of square,

L=D+2t+2d L = 5 + 2 x (3.2) + 2 x1.4 L = 14.2 cm The sides of the square = L1 = L / 2 = 10 cm

The sides of the flange must be of sufficient length to accommodate the nuts and bolts Heads without overhung. Therefore Length L2 = L1 + 2 d = 10 + ( 2 x 1.4 ) L2 = 12.8 cm. In order to find the thickness of the flange, consider the bending moment. It will take place due to the force in two bolts. Bending moment due to the force in two bolts, M1 = 2 F x L1/2 = 2 x 491 x 10/2 = 4910 kg-cm.

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The air pressure acting on half flange, =2xF = 2 x 491 = 982 kg.

The flanges are screwed with the cylinder having metric threads of 4.4 threads / cm (Pitch=0.0228) Hence the Nominal or Major diameter of thread, = D+2xt = 5+ 2 (3.2) = 11.4 cm. Nominal radius of thread 11.4 = 2 = 5.7cm. Now the depth of the thread, = 0.64 x pitch = .64 x .228 = 0.145 cm = Core or minor radius of the thread, = Nominal radius depth = 2.2-0.145 = 2.05 cm. Mean radius of arc over which load due to air pressure may be taken to be concentrated = ( Nominal radius + minor radius) = ( 2.2 + 2.05) = 2.125 cm. The centroid of this arc, = 0.6366 x Mean radius = 0.6366 x 2.125 = 1.35 cm Bending moment due to air pressure, 1.4 mm = Major diameter 2

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M2 = 2 x F X The centroid of the arc = 2 x 491 x 1.35 = 1325.7 kg- cm. Since M1 and M2 are in the opposite direction Therefore the resultant bending moment will be, M = M1 M2 = 4910 - 1325.7 = 3584.3 kg cm. Now the width of the flange B = L2 out side diameter of the cylinder = 128 56.4 = 71.6 mm. Tf = thickness of the flange, using the relation, M = fb x Z = fb x 1 / 6 x B tf 3584.3 = 210 x 1 / 6 x 71.6 x tf tf = 1.19 cm = 11.9 mm. = 12 mm.

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CHAPTER-05 CLUTCH BONDINGBonding Technology Thermo Adhesive Technology Midwest Brake utilizes state of the art, thermo adhesive bonding technology. The highest quality adhesives are used to provide the strongest bond strength. Automated Bonding Press Technology State of the art bonding ovens and platen presses provide a quality bond that is consistent every time. Computer Controlled Automation All aspects of the bonding process are monitored and recorded by a computer controlled interface that records the cycle time, temperature and pressure during the bonding cycle. By insuring that the adhesive is properly cured and set, we set the standard in the industry for quality and reliability. Capacity

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Midwest Brake has a 120,000 square foot facility that is second to none. Our equipment is state of the art and provides the ability to bond clutch plates up to 114 in diameter. With over 15 state of the art presses and ovens, Midwest Brake can accommodate all sizes of clutch plates and brake bands quickly and easily. The driver of the automobile controls the operate accessory attachments. The propeller shafts and clutch assemblies of these power trains are very much like those used to drive the wheels. Friction Material There is a variety of frictions for the following product lines:

Sheet Stock Custom Molded Products Arced Segments Flexible Molded Woven Material Gear Tooth Facings Full Facing Integrally Molded Products

Special

Integrally

Molded

Segments

Woven & Flexible Friction Material

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Molded Gear Tooth Facings

Sheet Stock

Following are the grades of friction lining Material used for clutch:Grades of Friction Material Standard

OEM Premium Flat Sheet Stock Flexible Molded

Flexible Woven Delivery Fast Turnaround Pick Up & Delivery Services Available Machining Services Machine friction blocks to special dimensions.

Machine clutch/brake plates to parallel Repair Welding & fabricating services available for repair services Reverse Engineer Special Parts We can reverse engineer hard to find parts

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CHAPTER-06 MAINTENANCEWet Clutch Rebuilds Midwest Brake - Press Pac Komatsu Wet Clutch Dry / Pneumatic Clutch Rebuilds All Styles of Dry Clutch Rebuilds We can inspect, disassemble, repair & rebuild all style of clutch/brake units for presses. We can machine & repair component parts, reline clutch/brake plates. We also provide field service engineers who can install and check out your system to insure that your newly rebuilt unit is operating properly.

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Diaphragms are used as an air bladder to lock the air between chambers in a clutch or brake to actuate the clutch and brake. Each manufacturer has their own mounting hole pattern and dimensions. Midwest Brake has standard diaphragms available or we can cut to size based on a sample (new or used) or from a customer supplied drawing of the diaphragm. Our diaphragms are much stronger than that of OEM supplied diaphragms. The 2 ply neoprene material has a burst strength of 3000 PSI that will extend the life of the diaphragm and lower downtime and life cycle costs. Diaphragms Available for the Following Presses:

Clearing* Danly Hamilton IHI Minster Schuler ALL Flat Stock Types Manufactured!!!2-Ply Burst Strength = 3000 PSI

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The correct adjustment for such Clutches means a Free-Play of 2-4 mm at the main operating lever on the Bell Housing and NOT on the pedal in cabin. On the otherhand, some European designs follow the opposite practice by deploying suitable long life Release Bearings and Pressure-Plate Fingers. In such arrangements, the release bearing is always in gentle contact with the PP fingers thus eliminating the 2-4 mm kind of free-play as above and a larger one, annoying at times, at the in-cabin Clutch Pedal. In such an arrangement, its virtually impossible to over-adjust the Clutch as talked about above. If at all attempted, it results in the Clutch Pedal within the Cabin rising above the adjoining Brake Pedal level and thus makes it almost immediately apparent - even to a layperson. Further, since the mechanical effort required to actuate a Clutch is directly proportional to the max Engine Torque and Power its designed to transmit without slipping, higher powered Cars invariably have a hydraulic-assist feature to

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actuate them quite like the hydraulic brakes (without vacuum servo assist) as deployed in lower powered Cars. MAINTENANCE AND REPAIR: The MDC Clutch is subject to extreme heat and abuse due to the high slip racing conditions. The Clutch must be properly maintained for optimum performance. Remove Clutch and Inspect all components after each racing event on Modified Classes or five races for Stock Classes. 1. Spacer Look for cracks or excessive wear. Replace if necessary. 2. Sprocket / Drum Assembly Oiling the chain before each track session will increase the life of the sprocket. Replace drum when teeth are worn to a sharp point. Chain adjustment should have at least 12mm of free play. An over tight chain or chipped chain causes immediate sprocket wear. 3. Friction Disc The friction disc has a hard steel core with special friction material bonded to the surface. Replace when friction material is glazed or worn below .115" thick. 4. Floater Check for warpage or a polished surface. Replace as needed. 5. Pressure Plate The pressure plate is precision ground on the surface that engages the Friction Disc. This surface should be checked periodically for warpage or a glazed condition.

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Replace or regrind if necessary. Replace also when the thickness is less the minimum thickness of .116". Also, check studs for cracks or loosening. 6. Drive Hub Check for wear in the splined area that comes in contact with the floater. Check for cracks in keyway. Replace if cracked. 7. Levers The pivot hole in the Lever is subject to stress due to frictional loading from centrifugal force. This causes the pivot hole to eventually elongate. Inspect the Levers for pivot hole wear whenever you rebuild the clutch. Replace when severely elongated.

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CHAPTER-07 CASE STUDYWE FOR THE SAKE OF STUDY PURPOSE HAVE VISITED MARUTI SERVICE STATION NAVNIT MOTORS THANE.

They do not allow to see the actual process but

allowed us to observe the live case study regarding clutch maintenance of MARUTI ZEN model. Here we are shortly describing our observation among the customer and the service station manager as follows:-

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CUSTOMER SAYS:- I have a Zen (2000 model) with 65000 km on the clock. Lately there has been some sound coming when clutch is pressed. Maruti workshop advises to change the clutch. They say the sound is from the bearing but once it is opened the whole clutch has to be changed. My previous car was also a Zen, which logged 85000 km but did not have any such problem. The MASS also acknowledges that there is no immediate need if only driving in city. I plan to go to a hill station this summer. Do you think I should spend Rs: 4500 for this? And why is the sound coming only when clutch is slightly pressed? What is the use of the bearing? An Answer ( SERVICE MANAGER):Most people have a tendency to 'rest' their idle foot on the clutch pedal and if so, at least the CRB would be rotating all the time with the engine - thus shortening its life - over and above the initial quality of the CRB itself. Since the labour involved in just replacing the CRB is almost as much as overhauling the entire Clutch Assembly, and you've already covered 65 km, which is nearly the average life of a Clutch in a city like DLH, your Garage has rightly advised you to take this opportunity of overhauling the Clutch also. However, once the Clutch Assy is dismantled, with expert examination of its constituent parts, it's quite possible that a mere change of the CRB and the Clutch Plate may take you another 50 km or so. Further, once a CRB develops a noise, its reliability will always be a 'suspect' and if it 'seizes' forthwith, it'd wreck the Pressure Plate Fingers - thus paralyzing the entire Clutch operation. Should such a thing happen on the hills/outstation imagine the inconvenience it'd cause to get the Car towed to the nearest W/S and that too for a rushed job with possibly spurious replacement parts.

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Maruti Esteem VX (Powersteering)The Maruti Esteem VX is the largest selling model in the 'midsized car segment' in India.

SpecificationsDimensions 4075 mm 1575 mm 1395 mm 376 Litres 815 Kg 180 mm 2365 mm Power 4 stroke cycle, water cooled SOHC (ACE) All alluminium contemporary engine single plate dry disc type manually opertaed 1298 cc 65 hp @ 6000 rpm 10.1 kg-m @ 4000 rpm Fuel System

Length Width The VX, like the entire Esteem family, is Height powered by a 1.3 litre, 4-stroke, allTrunk Capacity aluminum water-cooled SOHC engine. Kerb Weight Ground Clearance The transmission is 5 forward, allWheel Base synchromesh, 1 reverse. The suspensions are McPherson strut and coil Type spring both in the front and the rear. Suspensions are booster assisted dual circuit - ventilated disc (in the front) and Clutch drum.(in the rear) Safety features are: Adjustable front seat head restraints Front seat belts (3-point ELR type) Steel side impact beams Laminated windshield with shade band Prismatic day-night rear view mirror . Side body mouldings . Left & Right side rear view mirror . Halogen headlamps . Front & rear assist grips The Esteem VX comes with a Piston displacement Max. Power Max. Torque Carburettor type Fuel tank capacity

40 litres Gears 5 forward all syncromesh, 1 reverse Suspension Independent McPherson strut with Front coilspring Independent McPherson strut with Rear coilspring Steering Type Power assisted - Rack & Pinion Turning Radius 4.8 Mts. Suspensions Front Booster assisted - Disc Rear Booster assisted - Drum Tyres Tyres 155 / 80 R 13

head restraints and better thigh and lumbar support.

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CHAPTER-08 LITERATURE SURVEYPart Number SRR-05 210mm For Honda Civic 90-95 EG Model and some 962001 EK Model. Far East Engine code is B15 & B16. British and European engine size is 1.5 and 1.6 8800/- Rs + VAT SOHC and SOHC VTEC. Engine Number D15B2, D15B7, D16Z2, Model Number ED6, EG4, EG5, EG8, EH6 EE6 (90-91), ED7(8991) IN STOCK Description Clutch centre plate for Competition racing use. Group A & N. Also known as Pedal Clutch. R.R.P

D16Z5, D16Z6, D15Z7, EH9, EJ1, EJ2, ED9, D16Z9, D16A8, D16A9

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SRR-06 210mm

Clutch pressure plate for Competition racing use. Group A & N. Also known as Pedal Clutch. For Honda Civic 90-95 EG Model and some 962001 EK Model. Far East Engine code is B15 & B16. British and European engine size is 1.5 and 1.6 SOHC and SOHC VTEC. Engine Number D15B2, D15B7, D16Z2, Model Number ED6, EG4, EG5, EG8, EH6, EE6 (90-91), ED7(8991) 12000/-Rs + VAT OUT OF STOCK

D16Z5, D16Z6, D15Z7, EH9, EJ1, EJ2, ED9, D16Z9, D16A8, D16A9 SRR-05 220mm For Honda Civic 92-95 EG Model and 96-2001 EK Model. Far East Engine code is B16B, B16A1 & B16A2. Engine Number Model Number 8800/-Rs+ VAT IN STOCK

Clutch centre plate for Competition racing use. Group A & N. Also known as Pedal Clutch.

EG2, EG6, EG9, EH9, B16A2, D16Z6, D16Z7 EK4, EK9, VTI & TYPE R SRR-06 220mm For Honda Civic 92-95 EG Model and 96-2001 12000/- Rs+ EK Model. Far East Engine code is B16B, VAT B16A1 & B16A2. Engine Number Model Number OUT OF STOCK Clutch pressure plate for Competition racing use. Group A & N. Also known as Pedal Clutch.

EG2, EG6, EG9, EH9, B16A2, D16Z6, D16Z7 EK4, EK9, VTI & TYPE R SRR-25B Light weight Fly Wheel for competition racing use, Group A & N. For Honda Civic 92-95 EG Model and 96-2001 EK Model. Far East Engine code is B16B, B16A1 & B16A2. 20000/- Rs + VAT OUT OF STOCK

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Engine Number

Model Number

EG2, EG6, EG9, EH9, B16A2, D16Z6, D16Z7 EK4, EK9, VTI & TYPE R

FS Light weight Fly Wheel for competition racing EG/EK/DC2 use, Group A & N. For Honda Civic 92-95 EG Model and 96-2001 EK Model. Far East Engine code is B16B, B16A1 & B16A2. Engine Number Model Number

11200/- Rs + VAT

EG2, EG6, EG9, EH9, IN STOCK B16A2, D16Z6, D16Z7 EK4, EK9, VTI & TYPE R Honda Integra DC2 94 to 00 Engine Code B18B & B18C Type R FS/WRX/GC8 Fitment Subaru Impreza WRX. Model GF8 9296 Engine Code EJ20 Turbo V1, 2. Model GC8 96-00 Engine Code EJ20 Turbo V3, 4. Incl. STI. 11200/- Rs Light weight Fly Wheel for competition racing + VAT use, Group A & N. IN STOCK FULL FIA For Motor Sports Use Group N

All the above pedal clutches are for racing purpose only and are not suitable for day to day road use. They are only sold and fitted by our agents.

Racing Clutch Terms and Conditions 1. All clutches are for competition, Group A and N Use and hold a 3-month warranty. Damage caused by ordinary road use will void warranty.

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2.

If flywheel deteriorates due to fitting and driving errors, warranty is void. GP Racing Power Clutch Diagnosis Test Torsionally flexible clutches: Figure10.2 describes three types of these clutches for which functional flexibility and economic viability of this machine concept is tried. The overall horse power of the process unit could be of the range 1.5 to 4.0 horse power. Every clutch has two halves (A) & (B) as shown in figure10.2

.Half A is permanently connected with the flywheel shaft (Fs) where as part (B) is connected through splines to the input shaft of process unit. Whenever the required speed of the flywheel is reached while B is in disengaged condition, half B is axially slided to engage with half A for communicating stored kinetic energy in fly wheel to the process unit. The connection is through flexible members , gear tooth ,teeth on the end face and fingers in case of gear tooth, face tooth and finger type torsionally flexible clutches respectively. Due to this flexibility gradually acceleration is provided to driven shaft which is invariably on load. Thus this helps in reducing the shock which was present with severity due to use of spiral jaw clutch. Toothed Gear Clutch

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TL A B

Face Tooth Clutch B F R: Finger Tip Radius

R Finger Type Clutch 10 A Figure 10.2: Types of Clutches

Development of Torsionally Flexible Clutch. Fundamental requirement was to arrive at arrangements (or designs) which can give soft start [3-27]. Electrical soft start devices are available, but they can not be adopted for human powered systems for the obvious reasons. Possible tasks are intuitions and logic based alternatives for Torsionally flexible clutches i.e. coming only up to 3 possible arrangements such as:- 1) Gear tooth type of clutch, 2) Face tooth type clutch, 3) Finger type clutch. It was necessary to experimentally ascertain a functional viability of these proposals. So, 3 clutches were fabricated. Design was intuitions based and based on general engineering background. Experimental set up was designed and built.

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The performance was observed. Finger type clutch was a best, followed by toothed clutch, followed by face tooth clutch In the above research programme, the skills used are intuition, logic, general engineering background and experimentation as a tool of validating intuition.

TATAHeavy Vehicles1613/1313/2416/1613

CLUTCH

ASSEMBLIESLight VehiclesTata 407 SFC & LP

Medium Vehicles709/909/1109

Utility VehiclesTatamobile 207 / Sumo

Cummins 352 dia Clutch Assy-2516 / mm Dia Clutch-709 / 1 280 1

240mm Dia Clutch-407 / 1

228 mm Dia Clutch-207 / 1

Tata 310 mm Diaphragm Clutch Hydraulic Clutch System 1613 / 2 2 Tata 310mm Coil type heavy Duty Clutch 1613 / 3

1613 Hydraulic Clutch System - 709 /

407Hydraulic Clutch System /2

207 / 2

clutch.jpg

Kinetic Motorsport Clutch

... Clutch

... Clutch

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Clutch Pedal EffortThese are measurements of actual clutch pedal effort as the clutches are installed. The clutches vary a lot and this helps explain why one guy says that the ACT 2600 is no problem and another guy is crying it is too stiff. There are a lot of factors that can influence the amount of effort required to get the pedal to the floor. The 2G cars have a heavier assist spring on the pedal assembly, this will make their numbers lower. 1G Cars Clutch Stock MARUITI Car 90 AWD lbs Pedal Effort 23

ACT 2600 ACT 2600 ACT 2600 ACT 2600 RPS Clutch Masters 2100 Clutch Masters 2100

TATA UNO SANTRO AMBASSADOR HONDA LANCER OPEL

90 FWD 93 AWD 91 GVR-4 90 AWD 92 AWD Rally Car 92 AWD 92 FWD race car

45 29 36 43 28 22 23

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CHAPTER-09 FLY WHEELFlywheel StepFlywheel step is the step height of the outer shelf that the clutch pressure plate bolts to. It is the difference between the friction surface and the upper step shown here in the pic. As the clutch's friction surface wears over time and with use, it becomes uneven and needs to be machined flat when ever a new clutch is installed. If you were to machine only the friction surface of the flywheel, the clutch wouldn't grab and hold as well. The step height is critical to proper clutch operation. Too little (shallow) and the clutch will hold power great but it will have trouble releasing. You wont have enough room for the pressure plate to fully retract. When ever a DSM flywheel is resurfaced, how ever much material is removed from the 93

friction surface must also be removed from the upper step. Most local machine shops use a special machine for this. You will ask for the step and you will be lucky to get with in .005" of what you ask for. Most all of these machines are set up to resurface the flywheel at a slight angle (inner diameter slightly deeper than the outer diameter). Often the tool they are using to measure is not accurate and they dont even know how to read it. .608" to .610" is ideal for DSM performance clutches. Up to .613" will work. Do not try to use anything shallower than .608" Stock is .612" Our flywheels come stepped to .609" to .610" always. Yes this works with all the clutches that we sell, we are smart like that, having our flywheels work with our clutches :-) EVO 4-8 cars use a flat flywheel with no step. They are dead flat and any idiot should be able to resurface one correctly.

With the dial indicator up on the step, the tool is set at zero.

Fig: alignment of fly wheel in clutch The measuring tool is then dropped down to the friction surface. Each rotation on the dial is .100" 6 turns are counted as the tool is dropped down. That is .600" with an additional .010" showing for a total of .610" shown here. 94

If you do have an auto parts store machine shop resurface your flywheel, here are some steps to help insure that is gets done right: 1) Ask them to measure the flywheel in front of you when you drop it off. This way you can see for your self how they are doing it and how much they fumble around trying to use the tool. They should be able to easily explain to you what they are doing and how they are doing it. The measurement should be repeatable several times. The tool should not be affected by how straight it is held. Using a regular micrometer as a depth gauge is very sensitive to being tipped even a little off 90 degrees. Depending on weather they zero off the upper or lower surface, they can also read .610" as .590". We have seen this way too much. 2) Ask them if the flywheel will be straight (flat) across it's entire surface. Will it be deeper in the center? Not a good thing. As the clutch pressure plate wears, it also warps inwards at the center. 3) Have them show you the measurement when you pick up the flywheel. DO NOT TRUST THEM. If it isn't right, have them re-do it.

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Lightened Flywheels, What We Do: We have very high standards when it comes to our lightened and resurfaced flywheels. This also means that we are kind of strict when it comes to you returning your core. This mostly means don't send anything back in that you wouldn't want to end up with your self. AWD AWD flywheels have a smaller outer diameter and smaller diameter ring gear. 1G AWD flywheels had n additional weight ring cast into the back side to increase the weight. Later 2G AWD flywheels have a smoother flatter back side. Once lightened, they are essentially the same.

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When lightening these, in the thinner center area we only lightly skim off the rough casting. The outer diameter, the area behind the friction surface, is cut to a thickness of .500" The flywheel is resurfaced first, the friction surface is inspected, then the back side is cut to match. If the resurface requires too much material to be removed, then it is rejected for lightening. Our machinist is a certified aerospace machinist. When he is not lightening our flywheels, he is turning critical satellite parts. All steps and corners are fully radiused to eliminate any stress risers. They are done on a 6 foot MoriSeki lathe using a special ceramic bit and specific holding and centering tooling. FWD

FWD flywheels with their larger diameters have less material on the back side. You can see the step down on the outer diameter. Less material is removed from the back side of a FWD flywheel.

With the back side cut, just the casting cleaned off in the center, then cut down to .500" thick behind the friction surface.

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On the FWD wheels we are able to take some material off the outer diameter of the face. We leave enough material to keep the ring gear happy.

This is a flywheel from a 2.4 Spyder. It is already fairly light from the factory. Some people will always be worried about taking off too much material. Knowing that the factory considers this thickness to be safe reinforces our belief that we are not removing too much material. You can see that on this already light flywheel from a 2.4 NT motor), to get the same depth and weight, we don't have to take off much. We are only making the flywheels as thin as Mitsubishi has already decided they would make them. If you are running a puck style disc and or plan on running on a slipping clutch for too long, a lightened flywheel isn't for you. But then I don't know of any flywheel that will like that either. The same heat that cracks a stock flywheel will warp a Jun flywheel because they are so thin. The friction surface of an aluminum flywheel will warp and twist up with the same abuse.

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Bad Cores Your core return will be rejected if:: Too shallow on the friction surface. There should be at least some lip at the edge of the friction surface to the rough casting. The worse your friction surface is, the thicker this needs to be so that we can resurface it down to the good area.

Missing dowel pins, broken studs, stripped or damaged threads.

Cracks. Slight light surface checking will be fine. As long as they can be machined out, the core is still good. The deeper the cracks are, the more we need to take off. If there are minor cracks and there is a lot of meat there to work with, we can deal with it. If it looks close when we get the flywheel back, we will tag it with your name and send it out to get resurfaced. If it works out, you will get the core refund.

This pic shows a dangerous deep crack. One miss shift over rev and this flywheel will come apart, lightened or not.

This flywheel has a bad crack. If it was full thickness on the friction surface side, there is a 50/50 chance this crack would clean up. But you can see that the friction surface is already down below the cast surface. It is junk.

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This flywheel only has heat marks on it. This is normal for anyone having fun with their car. This is no problem.

Another deep crack. Not a good core.

This flywheel looked like it could resurface clean. It did not, goes into the reject pile. You can still see the slight cracking

Aluminum Flywheels Aluminum flywheels, while made out of high strength aluminum, have a steel friction surface that can be replaced when you do your next clutch job. Typically they do not get resurfaced. A stock flywheel weighs in at about 19 lbs. Our lightened stock ones are 14 to 14.5 lbs. That 5 lbs alone is enough to feel a difference. Aluminum flywheels weigh 9 lbs for DSMs. Now you are talking. You are using less power to spin the flywheel and now have more power available to move your car down the road.

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Lots of people freak out about any "theoretical" negative drivability issues with lightened flywheels. They are wrong, it's all good. They are not too light for street use, they won't break apart, they are stepped correctly for ACT and CFDF clutches, On a 80 hp honda you could go too light, but not on anything with enough power to pull the skin off pudding. You will have to compensate a little in your launching technique, a little higher launch rpm will be necessary. Your shifts will be better with the engine rpm now better matching the next gear. These are SFI certified.

Other Flywheels Jun Chromoly Flywheel If you drive with a slipping clutch you will kill any flywheel. If you slip your clutch enough and make enough heat you will kill any flywheel. This 20,00Rs Jun flywheel had about 4,000 hard miles on it. Nothing too crazy, just a lot of launches on a 16G'd AWD. Since they are so thin, the heat goes nowhere. You can see the heat marks right through to the back side.

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The surface has deep cracks, the flywheel is too thin to resurface them out. Jun said "So Sorry". 20,000 Rs worth of junk now. They might be fine for a road racing car that does not launch. Early JDM Flywheels They are actually quite thin behind the friction surface. They still have the full weight ring cast into them. The problem is with the face. The step design is very different. The JDM flywheel has 3 full pieces where the pressure plate bolts on. The US flywheels have individual pads. The US style allows for better ventilation. But the big problem is that the later US clutches need that space between the pads for clearance. The JDM US Left Early JDM Right flywheel pictured does not accept the clutches that are readily available here. They are not suitable for core returns. Metallic Puck Style Clutch Discs They wont die. They can take a ton of abuse and wont turn into kitty hair. Even when they get so hot that the pressure plate warps and the diaphragm looses it's spring pressure, they wont fully die. Cool, right? The down side of that "never dieing" is that it allows them to keep slipping, then heat up and grab. The slipping with out dieing makes the surface cracks in the flywheel and pressure plate that will eventually cause the flywheel to come apart. Whether it is a stock flywheel, lightened stock flywheel or a Chromoly flywheel, puck clutches make cracks that kill flywheels, that

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kill bell housings and more. They have their place but I don't think in a street car. In a race car that gets regular inspections they can be fine. Also most puck clutches have a solid hub center that will contribute to horrible coast down gear noise (worse in an AWD).

Puck style disc Street style disc Puck style discs can put up with a lot of heat. You also need to slip them more to keep from breaking things. More heat made. When a street disc is slipped too much and gets hot, it disintegrates and turns into kitty hair. You wont keep driving on an overheated street disc. If you get a puck disc to the same temp, nothing happens. That's nice because you can keep racing. But that heat is hell on the flywheel. Just like brake rotors crack when over heated, so do flywheels. If you keep racing on a cracked flywheel, you will eventually saw your tranny in half. It does not matter if it is a lightened or stock flywheel. We get flywheels sent in to us regularly that are too cracked to use. Those guys cry like babies when they have to pay a core charge. From the cores we get, I would guess one out of ten racers are driving around with some cracking.

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Replacing Clutch Discs Only

ACT will sell you just a disc if that is what you want. Be careful when trying this. Almost any clutch that you have any fun with will have a warped friction surface with in as little as 5,000 miles.

In very extreme case, even clutch friction surfaces can crack and fail if driven slipping long enough. This busted stock clutch cut apart the bell housing, starter and radiator. When replacing just a disc, carefully inspect the friction surface for warpage and cracking. Some heat marks will be normal and expected.

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CHAPTER-10 CLUTCH ADJUSTMENT

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Clutch Adjustment Every time the clutch or flywheel gets replaced the clutch needs to be adjusted. Many people assume incorrectly that since it is a hydraulic system that it does not need adjustment or that it does not need adjustment. Wrong. You want a little free play off the floor before the clutch begins to grab. You also will need a little free play at the top of the pedal travel.

2G Loosen the lock nut on the adjuster rod and you'll be able to rotate the rod by hand. If getting the right free play off the floor makes it so that you loose the free play at the top of the pedal travel, you will need to adjust the upper travel stop. The upper travel stop is the cruise control switch.

1G 1G clutch pedal linkage is a little more complex. The upper stop adjuster is directly above the clutch pedal. The adjuster rod is over to the right above the gas pedal. 1G cars with the typical higher mileage of the average 1G Eclipse and the more complex linkage, 1G cars will often suffer from loose or worn linkage.

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If you can wiggle the pedal with one hand, and you don't feel the clutch master cylinder rod moving with the other hand, you are suffering from this problem. The solution is to replace the pedal assembly, or possibly weld the linkage where it is loose. Either one requires more work to remove and reinstall the pedal assembly, you don't even want to know how much hassle it is. 2G Pedal "Pump Up" If you are fighting an inconsistent pedal adjustment in a 2G, adjust the upper pedal stop adjuster so that you gain additional free play at the top of the pedal travel. If this is your problem, you will notice that the pedal suddenly gets very tight and the release point will suddenly move up a lot, this is the cause.

2Gs need free play at the top of the pedal travel. If it is close to no travel and right on the edge, then it pumps up. Only 2Gs have a relief valve in the master cylinder that needs to be uncovered so fluid can go back into the reservoir on the clutch release. If not, it gets tighter and tighter and tighter. Then it may slowly relieve the pressure and it is back to normal. Just a 2G thing. You need more free play at the top of the pedal travel.

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Left unchecked, the pedal will pump up more and more. The clutch will begin to slip since it is as if you are driving around with your foot on the clutch pedal. Also it plays hell on the crankshaft thrust bearings. The constant pressure pushes the clutch release bearing onto the clutch and flywheel. When centrifugal force throws the clutch release fingers outwards, they make additional pressure on the thrust bearings of the crank. This is an additional factor in short lived crankshaft release bearings and an additional potential cause for crankwalk.

2G "Ghost Pedal"On very light foot pressure on a 2Gthe pedal drops to the floor all by it's self. ?? Yes. The little rubber seal in the pic above gets a little nick in it or a piece of dirt under it. On a regular pedal push, the seal seals fine and the clutch works normally. On a very light push, the seal does not seal well and fluid will bypass it. Since the 2Gs have a heavy assist spring, the additional assist is enough pressure to keep the pedal going towards the floor all alone. Quite disturbing to watch. Replacing or rebuilding the master cylinder will fix this.

Pedal To The Floor After A Left TurnYou are screwed ;-) The thrust bearings on the crankshaft are so worn, that the crankshaft flops so far to the right on a left turn that most of the pedal travel in the clutch system is used just to put the crankshaft back to the left.

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CHAPTER-11 REFERENCES Mechanical Engineering Design by Joseph Edward Shigley AUTOMOBILE ENGGVol I --- Kripal sing AUTOMOBILE ENGGVol II --- Kripal sing AUTOMOBILE ENGGVol II --- Kripal sing Automotive mechanic Rutherford TATA Mc Grew Hill Publn. http:/www.google.com.in/+CLUTCH AUTOMOBILE MANUFACTURING SYSTEM--- S.T.GHAN, NAPHADE AUTO INDIA --- OCT-1995 EDITION

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