Transmission Systems

Heavy Duty Clutch

valeoscope Technical handbook

2020-2021 pln
 Our origins in
2 LETTERS
TRUST THE TRANSMISSION SYSTEMS SPECIALIST
THE VALEO SERVICE OFFER
> Strong O.E. pedigree*
> Coverage rate of 95 % in Europe
> 354 clutch kits* for Medium and Heavy
Commercial Vehicles
> Genuine technical support featuring
Tech'Care and Tech@ssist
> 2 years warranty in Europe
unlimited mileage**
*279 kits are O.E. Clutch manufactured by Valeo
65 kits are matching quality manufactured by Valeo
10 kits are not manufactured by Valeo
**Warranty is applicable in Europeen Union 28 countries added by Norway, Iceland, Switzerland, Macedonia, Montenegro,
Serbia, Bosnia, Albania and Kosovo for truck clutch applications (diam.>267 mm) under normal conditions of use and
service. For more information please contact you local dealer or refer to Valeo Service General terms and conditions
valeoservice.com
"Trust the Transmission Systems Specialist"
With a strong leadership in Original Equipment
and more than 30 years in remanufacturing, Valeo
provides one of the best offers in commercial
vehicle clutches.
The premium Clutch kit offers extremely high
quality and performance for all commercial vehicles
requirements, covering approximately 95% of the
European commercial vehicles range with about 700
part numbers, comprising kits and components. The
Valeo offer includes a large range of light commercial
vehicles, coaches and heavy duty clutches to suit
applications from all around the world, ensuring
strong compatibility for all major heavy duty
manufacturers. Beyond a large coverage, Valeo
leverages its ability to deliver the latest applications
on the market.
Valeo thus provides a full range of clutch kits for
main Truck Bus and coach Euro 6 applications such
as DAF, FORD, IVECO, MAN, MERCEDES-BENZ, SCANIA,
RENAULT TRUCKS, VOLVO, EVOBUS and SETRA.
With the latest TH damper evolution, Valeo supplies
the best possible powertrain solutions for the
commercial vehicles industry, with a focus on
reducing fuel consumption, while maintaining power
and torque transfer from the engine to the gearbox.
Valeo experience in friction materials is a key element
granting optimized comfort and greater Total Cost
of Ownership (TCO) on both robotised transmission
(material F830™) and manual transmission (material
F510™).
All Valeo friction materials are free of asbestos,
lead organic solvents, ceramic and aramid fibers to
ensure secure clutch repair operations by mechanics
and the minimum impact on the environment. Valeo
is the only manufacturer not using aramid in all its
facings.
All our clutch products are covered by a 2 Year
Warranty, Unlimited mileage in Europe, on all kits and
components either it is a New or a Remanufactured
product.
Find out more on valeoservice.com
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3
 Table of Contents
1. Valeo clutch and actuation 11 Dust or pieces of facing between 
the cover and the pressure plate
32 3.3.3 Breakage of the fork contact area 46 3 Example of clutch Pull type 430
with fixed release bearing
63

for heavy duty 12 Breakage of the sleeve on the fork  33 3.3.4 Judder caused by grease 46 4 Example of clutch Pull type 430  63
contact area with snap on/off release bearing
1.1 Valeo clutch for heavy duty 6 3.3.5 Seized tube-guide / seized sleeve 46
13 Judder caused by grease 33
1.2 Why Valeo clutch kit? 6 14 Disconnected pre-damper 34 3.3.6 Seized fork on ball pivot / axis  46 4.3 Recommendations for  64
1.3 Clutch general  7 15 Borken retainer plates 34 Concentric Slave Cylinder
1.4 Clutch disc 8 3.4 Noise and vibration 47 4.3.1 Prior to Fitting the CSC64
3.1.4 Gearbox with synchromesh 35
1.5 Clutch cover 13 3.4.1 Reasons due to the clutch 47
3.1.5 Robotised Gearbox hard gear shifting 36 4.3.2 Fitting tips & specific warnings 65
1 Damaged cover caused by friction 47 for hydraulic systems
1.6 Release bearing 16 2 Seized ball bearing 47
1.7 Actuation system 17 3.2 Clutch slippage or lack of 37 3 Broken damper spring 48
torque capacity 4 Worn or broken clutch disc 48 5. New and remanufactured parts
2. Preventive maintenance 3.2.1 External factors 37 5 Broken facings, broken cushion pad 49

for vehicles 1 Blue-stained pressure plate 38 6 Disconnected pre-damper 49 6. Glossary

2 External reasons due to the clutch linkage:  38 7 Friction marks on the retainer plates 49
Flywheel72
2.1 Verification in cold conditions 21 seized fork on ball pivot/axis 8 Broken retainer plates 49
9 Broken disc 49 Clutch cover 72
2.2 Verification while driving 21 3.2.2 Reasons due to the clutch 39
Clutch disc 72
2.3 Verifications in warm conditions 22 1 Over-heated spots on the pressure  39 3.4.2 Gearbox with synchromesh 49
plate surface (creeping) Bearing73
3.4.3 Facing bonded on steel-back 49
2 Grooves on pressure plate friction 40 Fork73
3. Diagnosis surface made by facing rivets
Clutch housing 73
3.1 Hard gear shifting 23 3 Cracks on the pressure plate 40 4. Preventative maintenance
4 Deformed pressure plate 41 Tube-guide73
3.1.1 External reasons due to the gearbox 23 4.1 Examination and refit of 51
or to the gearbox linkage 5 Rubbing of the rivets after total 41 Clutch linkage 73
wear od the facings
the clutch environment
(manual gearbox)
6 Stripped yarn after destruction  42 4.1.1 Engine 51
3.1.2 External reasons due to the  25 of the facing binder
clutch linkage 4.1.2 Gearbox 53
7 Burst facing 42
3.1.3 Reasons due to the clutch 26 8 Broken pressure plate 43
9 Seized tube-guide/seized sleeve 43 4.2 Recommendations for a correct 54
1 Deformed locking ring 26
10 Friction marks on the retainer plates 44 assembly of the clutch kit
2 Worn or broken system attachments 27
3 Worn diaphragm fingers 27 11 Broken disc 44 4.2.1 Clutch disc 54
4 Deformed straps 28 12 Diaphragm radial breakage 44
4.2.2 Cover assembly 55
5 Worn facing with cavities and  28 13 Dust or pieces of the facing between  44
1 Cover assembly tips 55
shiny surfaces the cover and the pressure plate
2 Cover assembly centre with shipping clips 56
6 Partially burst facing 30
3 Cover assembly centre without shipping clips 57
7 Dirty splines/oxidation on splines 30 3.3 Lack of smoothness/progressivity 45
8 Worn and seized splines 31 4.2.3 Release bearing 58
3.3.1 Judder caused by shiny spots on the facing 45
9 Damaged pilot bearing 31 1 Cover assembly with fixed release bearing 58
10 Diaphragm radial breakage 32 3.3.2 Deterioration of the cover 2 Cover assembly with snap on/off  61
assembly centring 46 release bearing

4 5
 Single disc clutch kit

1 Valeo clutch
and actuation
for heavy duty
1.1 Valeo clutch
for heavy duty
Twin disc clutch kit

Thanks to the O.E. position, Valeo is able to offer you

a complete range of clutches in the aftermarket.
Our catalogues cover all the needs for the
professional:
●● Light commercial vehicles
●● Medium trucks
●● Heavy Trucks
●● Buses & Coaches
A constantly increasing coverage that reaches up to
95% today. 1.3 Clutch General
The list of covered applications is becoming larger
Clutch composition Clutch torque capacity
and larger with the brand new Euro 6 applications.
A ingle disc clutch kit is composed by a clutch The clutch torque capacity means the amount
cover, a clutch disc and a release bearing. of torque that can be transmitted by the clutch
1.2. Why Valeo Clutch kit? Function
when it is fully engaged. It depends on different
parameters:
The clutch is a very important part in the
●● Valeo truck clutches: the choice of quality.
driveline, it is located between the engine and Tc = P x F x N x R
●● One truck out of two is fitted with a Valeo Clutch. the gearbox. Tc =Torque capacity (Nm)
The functions of the clutch are: P = Cover assembly pressure load (N)
●● Valeo
supplies clutches to truck manufacturers all F = Friction coefficient of the facing material
●● Transmit 100% of the engine torque to the gearbox N= Number of facings (2 for single clutch disc,
over the world.
●● Interrupt the transmission of engine torque 4 for twin-disc clutch)
R = Clutch disc radius
●● Best
in class clutches that allow the transmission quickly and completely
of the highest torque with an optimized filtration ●● Damp out the vibrations coming from the engine Safety coefficient
of the vibrations for the driver's comfort and the (acyclisms) To ensure a full torque transmission in any conditions,
driveline protection. ●● Allow modulation of the transmitted torque by a safety coefficient is applied to the engine torque:
slipping (move off, gear shifting, maneuvers)
Product design is following the Original Equipment
●● Protect the drivetrain Clutch torque
specifications. =
engine torque × K (safety coefficient)
The safety coefficient (K) is 1,15.

6 7

1.4 Clutch disc
The clutch disc is a part linked to the primary shaft
of the gearbox and fitted between the flywheel
and the cover assembly. It allows to damp out the
vibrations coming from the engine and to transmit
progressively the torque to the gearbox.
Guide washer Disc (Cushion) Rivet (disc)
Spring
Hub
Spring
(pre-damper)
Steel backing
Facing Flenge Friction washer
The clutch disc is composed of:
Clutch disc • a splined hub for the fitting on the primary shaft
• a metallic part, on which two facings are riveted.
On modern applications, the clutch disc is designed
with a damper to absorb vibrations from the engine
and with a cushion disc to allow a smooth clutch
engagement and a 100% torque transmission.
Damper working principle
In different parts of the transmission, filtrating
vibrations coming from the engine is an important
and a difficult issue. To do this very important
operation, a damper is fitted between the facings
(linked to the engine) and the hub (linked to the
gearbox primary shaft).
During the running of the vehicle, the damper,
thanks to its angular deflection, will absorb the
engine vibrations and the torque variations due to
gear shiftings and accelerations/decelerations of the
vehicle.
8 9
Valeo clutch and actuation for heavy duty
The characteristics of each clutch disc are designed
following the driveline on which it has to be fitted.
On modern products, a second damper, called pre-
damper, is used to avoid noises coming from the
gearbox syncromeshs and gearbox chattering when
the vehicle is in neutral at idle speed. This damper is
located between the main damper and the hub. Its
filtering capacity is lower than the main one.
Cushion disc:
This system has an undulating surface which provides
a spring characteristic during clutch engagement
and disengagement phases. It is located between
the two facings and allows a progressive torque
transmission, for the driver comfort.
1. D
 isc in declutch position
(No diaphragm effort)
Pre-damper
2. C ompression of the set (disc+facings)
by the diaphragm effort
Load
3. F ull compression of the set (disc+facings) 1
by the maximum diaphragm effort
3
Advantages of cushion:
●● The pressure plate is subjected to high thermal 2
changes. In hot conditions, it has a convex shape 2
while a concave one in cold conditions. Thanks
to the cushion disc, the facing remains in full
1
surface contact with the pressure plate whatever 3
its deformation, in normal working conditions.
Without cushion disc, the clutch engagement is Disc thickness
Displacement
jarring and uncomfortable for the driver and can under maximum
generate clutch slippage. diaphragm effort
●● Reducing judder.
Twin disc clutch
Twin disc clutch kit consists of a clutch cover, two
clutch discs, an intermediary pressure plate and a
release bearing. Valeo already launched several part
numbers for some Mercedes-Benz, Renault-Trucks
MAN and Volvo applications.
 Valeo clutch and actuation for heavy duty

Intermediary
pressure plate Cover assembly

Flywheel side Gearbox side Release bearing

clutch disc clutch disc

Composition of twin disc clutch kit Clutch Facing F830™ Clutch Facing F510™

Twin-disc advantages compared with single disc clutch
1. Wear capacity increased from 3mm to 5,5mm;
2. B
 etter thermal adaptation for severe applications:
Overloaded trucks
Construction
Life duration is multiplied by 2 to 4 in severe
usage;
3. Increased damper capacity (engine torque shared
between 2 discs);
Facing ●● Thermal resistance: applications to high thermal
The facing role is to transmit the full engine torque. stresses.
4. Increased damper durability (engine torque shared
For this reason, they have to be selected according
between 2 discs); ●● Aggression
resistance: wear and scratches on the
to the following criteria:
flywheel and the pressure plate.
5. M
 ore reliable as they are sold as kits:
●● Friction coefficient: It is the ratio between the
The parts are made to be fitted together which is ●● Comfort: It means torque transmission progressivity
force F needed to move an object on a surface
not always the case with separate components; and decreased risk of icing.
and its weight. It depends on the contact surface
Guaranty of a more reliable repair for the final
size. It is essentially related to the nature of the
customer. Inertia
surface. The coefficient for a tire on ice is very
low, and close to 0. On dry asphalt, this coefficient Inertia is the clutch disc resistance to changes in
can be more than 1. For clutch, the facings are in its rotating state when there is a gear shifting. The
contact with the flywheel and with the pressure smaller the inertia, the quicker the gear shifting.
plate.
Valeo’s commitments on facing
●● Wear on the facing: It determines the life duration
●● 100% environmentally friendly material: Valeo
of the friction material.
banned chlorinated solvents and aramid fibers in
●● Mechanical resistance: Burst and elastic stress addition to asbestos and lead. Valeo friction
(gymnastics). materials can be 100% recycled when dismantled.

10 11
 Valeo clutch and actuation for heavy duty

●● 
Premium performance, long life-time: In ●● In heavy duty clutch, Valeo facings offer addresses 1.5 Clutch cover
terms of performance, Valeo facings deliver all segments of vehicles from construction
high and stable friction levels, excellent fade vehicles to long haulage with specific products
resistance and increased life time, resulting in adapted to their environment and to gearboxes Strap Diaphragm Articulation ring Clutch cover
improved driving comfort and low cost of use. sensitiveness.
Valeo Friction Materials develop facings with the
same chemical formulas, production processes
and quality all over the world.

F510™ MCC F510™ F830™ F830+™

NO
Heavy metal

Aramid fibres

Organic solvents

Density [g/cm3] 2,08 1,92 1,63 1,65

Friction level stability
+ ++ ++ +++
vs energy & t°
Cup
Thermal resistance +++ ++ + + Plate rivet
Pressure plate
Judder (hot conditions) + +++ +++
Hooked ring Cover rivet
Type of usage Very severe Severe Long Haul Clutch cover

Valeo facings range and application types

The cover assembly is designed with the right clamp Push-type and Pull-type cover assembly
load to allow the transmission of the engine torque technologies:
and to limit slippage during the gear shift. The cover Modern commercial vehicles are fitted with
assembly consists of the diaphragm, the pressure different types of clutches, depending on the truck
Testing on disc
P RECOMMANDED FOR plate and the cover among which, diaphragm plays manufacturer request. The two principal designs
R Valeo is using very severe testing criteria, which are
N ROBOTIZED exactly the same for both O.E. and IAM parts.
the most important role. are, push and pull type clutches.
D TRANSMISSION
Different tests are done: In Valeo, we carefully follow a precise heat treatment
●● Endurance test process on each processes of each diaphragm, in
Valeo provides the solution to judder effect on ●● Structural reliability test order to achieve their high quality.
robotised gearboxes: ●● Burst resistance test
F830™ is recognized by truck manufacturers for this ●● Hysteresis measurement
transmission type. ●● Truck fitting and running tests

12 13
 Valeo clutch and actuation for heavy duty

Push-type cover assembly
On a push type cover assembly, the release bearing
pushes the diaphragm toward the flywheel, to
disengage the clutch.
Pull-type cover assembly
On a pull type cover assembly, the release bearing
pulls the diaphragm away from the flywheel, through
a connection system.
The difference between the two technologies is the
position of the articulation of the diaphragm inside
the cover. This means that the lever arm between
the diaphragm articulation and the release bearing
contact on the diaphragm is longer in case of pull-
type cover assembly than in case of push-type.
Diaphragm
articulation
Pressure plate
Push-type diaphragm
So, for a pull-type cover assembly, the release
bearing effort will be lower up to 30% compared to
push-type design. Therefore, for the same release
bearing effort, the clamp load of the clutch can be
increased by 30%.
To summarize, the pull type system benefits are:
●● Lower release bearing effort
●● Cover deformation reduced
●● Reduction of pressure plate lifts loss
Gearbox side
Release bearing
Flywheel side
The advantages of the Valeo Self Adjusting
Technology are:
●● High torque capacity
●● Compact and robust design
●● Reliable:
compact design as the S.A.T. device is
integrated in the clutch cover. Axial compactness
due to increased release travel.
●● Easyto fit: Valeo S.A.T. does not require special
tools for installation. It can be installed using
standard garage equipment.
●● Comfortable: constant diaphragm spring position,
constant release bearing effort.
Test on Cover
●● Durability test
●● Performance test clamp load and release effort
●● Burst strength
●● Vehicle fitting test
Self Adjusting Technology (S.A.T.)
A development of the modern clutch is the
self adjusting system, which ensures the same
diaphragm finger height throughout the whole life of
the clutch, maintaining limited and constant release
bearing effort and, limited impact on the crankshaft
of the engine.

Self Adjusting technology working principle

The facings wear is compensated by the cover
assembly through a fulcrum with ramps which can
Gearbox side rotate, allowing a modification of the pressure plate
Release bearing
Diaphragm height.
articulation This incremental actuation is done by an operating
spring which manoeuvers a screw and ratchet
wheel fixed on the fulcrum with ramps at each
clutch engagement. This operation is activated at
Pressure plate Flywheel side each clutch disengagement and as soon as a certain
level of facings wear is reached, the ratchet wheel
Pull-type diaphragm can rotate to jump to the next teeth and modify
the pressure plate height through the fulcrum. The
position of the diaphragm remains always the same,
allowing a constant release bearing effort.
14 15
 Valeo clutch and actuation for heavy duty

1.6 Release bearing Fixed type release bearing

The fixed release bearing has to be fitted on the
1.7 Actuation
The release bearing applies the disengagement
diaphragm by a locking system before the assembly Clutch Master Cylinder (C.M.C.)
efforts on the diaphragm through a determined
of the set on the flywheel. The clutch master cylinder is connected directly to the
stroke.
In case of complete kits, the release bearing is fitted pedal. The pressure applied to the pedal pushes the
●● Sleeve: Specific to each type of gearbox and by Valeo directly on the cover assembly. piston along the path inside the cylinder. The piston
clutch linkage. translates this force into hydraulic pressure and a
volume flow, transferring it to the clutch slave cylinder
●● Ball
bearing: Specifically designed to absorb the
or concentric slave cylinder via the clutch pipe.
declutching efforts, and to work in more and
more difficult conditions (temperature, dust).
Nr. Part name
●● Self-centering release bearing: The self-centering
1 retaining ring
system allows a radial displacement of the ball
2 housing
bearing to be aligned with the axis of cover
3 cap
assembly to avoid the diaphragm fingers wearing.
4 rubber plug
This auto-alignment is done when the mechanic 5 bushing
starts the engine after the clutch replacement. Fixed type release bearing 6 ring
7 spring
Release bearing for Push type clutch Snap-on/off release bearing 8 hood
This type of release bearing pushes on the diaphragm This system consists of a hook cup system assembled 9 plate
without a device. on the diaphragm of the cover assembly and of a 10 piston
The release bearing contact on the diaphragm can be: release bearing using a specific ball bearing shape. 11 sleeve
ąątoric for diaphragm with flat fingers This release bearing is connected on the cover 12 lip ring
ąąflat contact for diaphragm with bombed fingers. assembly once the gearbox is fitted back on the
13 sleeve
engine, with the help of the fork.
14 snap ring
15 protecting cap
16 piston rod

Clutch Master Cylinder

Flat contact bearing Toric contact bearing

Snap-on/off release bearing

Release bearing for pull type clutch

This release bearing needs to be connected to the
diaphragm with a device.
There are two types of pull-type release bearing:
ąąfixed release bearing
ąąsnap-on/off bearing.

16 17
 Valeo clutch and actuation for heavy duty

Concentric Slave Cylinder (C.S.C.) Clutch Release Cylinder (C.R.C.) When the clutch pedal is pressed and the fluid
The C.S.C. is also a receiver and operates directly on The clutch release cylinder is combined with a pressure reaches the release cylinder, the piston
the clutch cover diaphragm. The C.S.C. replaces the mechanical classic gearbox. It is composed of the moves the push rod out to apply force onto the
clutch release cylinder (C.R.C.) and eliminates the piston, cups, spring, push rod and covered with a clutch fork which releases the clutch. When the
release bearing, the guide tube and the clutch fork caoutchouc cap. clutch pedal is released, the hydraulic pressure and
from the system. the force of the return spring pulls back the push
The cap provides protection from dirt, dust and
Sleeve rod and sends back the fluid to the master cylinder,
The concentric slave cylinder has a plastic housing debris from contaminating the push rod and piston.
Circlip therefore engaging the clutch.
and is designed for an operating pressure of up to
40 bar. To gain more space, it is designed in two
parts and it is equipped with a steel guide sleeve.
This enables small axial and radial sizes.
Spring
The concentric slave cylinder uses a large coil spring
to maintain constant contact between the release
bearing and the diaphragm.
Housing
Filter
Outer ring

Sliding sleeve

Disc Sealing ring

Inner ring
Sensor assembly
Sliding sleeve

Plate spring

Sealing washer

With brake fluid With mineral fluid

Nr. Part name

1 tension ring
2 protecting cap
3 retaining ring
4 push rod
5 piston
6 ring
Concentric Slave Cylinder with/without sensor connector Concentric Slave Cylinder without sensor
7 spring

Our C.S.C. equips mainly Mercedes-Benz (until Euro 5) The concentric slave cylinder has to be replaced at 8 housing

and a few MAN medium range of vehicles. the same time as the clutch. 9 bleeder
The liquid can be either Dot 4, Dot 5, braking fluid or In the case of robotised gearboxes, the actuation 10 closure plug
mineral fluid. is made via an electronic unit associated with a 11 ring
The efficiency is increased as the deformations hydraulic power unit, eliminating the clutch pedal. 12 screw neck
under load and the pedal load are reduced. The A sensor is attached to the C.S.C. to detect the stroke 13 closure plug
C.S.C. is concentric to the primary shaft which is of the bearing which informs the position of the
an advantage for the truck manufacturer due to a clutch.
reduced number of components.
18 19

Electro-hydraulic Clutch Actuator
The electro-hydraulic clutch actuator takes the
place of the master/slave cylinder and of the clutch
pedal. It automatically opens and closes the clutch.
Designed for highly dynamic, precise clutch control
in commercial vehicles, the compact plug & play unit
combines mechanical and hydraulic action with
sensors and electronics. The driver´s benefits: highly
precise maneuvering, easier docking, safer uphill
driving and fuel saving.
●● A brushless DC motor drives a hydraulic piston by
a spindle
●● The displaced brake fluid volume is used internally
for the operation of a slave cylinder
●● In connection to the integrated control electronics
and a displacement sensor, the actuator decodes
an electronic set point signal into the positioning
of a piston rod and also serves for the immediate
operation of a clutch open levers.
●● The unit is delivered with brake fluid, so the user
just has to dock the device mechanically and after
docking the electricity the clutch can be controlled
electronically.
●● The components are designed for the rough
operation conditions and the high loads in the
commercial vehicle.
●● By the combination of electronics, sensors,
hydraulics and mechanics the requirements in
high precision and dynamics as well as a long
lifetime under extreme environment conditions
can be met in spite of a compact construction.
Electro-hydraulic clutch actuator for Scania
20
Preventive maintenance of vehicle
Clutch booster
A clutch booster is fitted instead of a C.R.C. (Clutch
2
Release Cylinder) and its main action is to push (or
pull) the fork in order to clutch (or declutch); it is
linked to a CMC (Clutch Master Cylinder).
Its function is to convert and amplify non hydraulic
pressure into hydraulic & pneumatic pressure.
A clutch booster is only used in a manual transmission Vehicle preventive
configuration and especially defined by the O.E.
manufacturers requirements. maintenance
2.1 Verification 2.2 Verification
in cold conditions while driving
Engine, oil and coolant temperature are low at first ●● Test of gear shift
engine start conditions. Check the following points: ●● Test of gearbox range and split shift
●● Noise (of gearbox or during clutch operations)
●● Clutch pedal load
●● Torque transmissions (after up-shifting, full throttle)
●● Disengaging and engaging points
Clutch booster
●● Clutch pedal position (relative to floor) Example:
●● Gearbox range switch (must always occur after Reach the speed of max torque in 4th gear.
declutching point) Shift quickly to the 5th gear and fully depress the
●● Clutch engagement (smooth engagement) accelerator pedal, then re-engage quickly.
●● Comfort during operation (no judder) The engine speed and vehicle speed must increase
●● Inertias (time to engage reverse gear) simultaneously.
●● Noise (gearbox noise or during clutch operation)
D = Declutch
Gear shift R = Engagement
ω S = Synchronized
2 1 = Correct
Rotation speed (rpm)
1 3 2 = Delayed
3 = Slippage
D = Declutching point
ω= Rotation speed
E = Engagement point of maximum
R = Gearbox range shift point torque
D R S1 S2
Time
Attention
ɁɁ To check the torque transmission, the “stall test”
must not be done (full torque, vehicle stopped,
The points of engaging and disengaging should not be situated too close parking brake engaged). This test can deteriorate
to the end of pedal travel (generally at 2/3 of the travel), in order to the drive train and the clutch.
allow the range shifting in disengaged position and to get a good grasp
of the cushion through an ergonomic position of the feet of the driver.
Advice 
Advice 
 A functional and well set clutch actuation
 When the clutch linkage is in good condition,
always results in a straight return of the pedal.
the clutch pedal should promptly return to its
position.
21
 Diagnosis
Hard gear shifting

2.3 V
 erifications in
R 1 3

3
warm conditions RECOMMANDED FOR
(Manual gearbox only) MANUAL
2 4 TRANSMISSION
Engine, oil and coolant temperature are in normal
working conditions.
●● Same verifications as in cold conditions,
●● Clutch disc release (no sticking),
●● Disengagement travel:
Example:
●● Declutch, wait 1s, engage the reverse gear
= scratching noise
Diagnosis
At clutch pedal
●● Declutch, wait 2s, engage the reverse gear
At clutch release cylinder
At clutch fork
= scratching noise
●● Declutch, wait 3s, engage the reverse gear
3.1 Hard gear shifting
At release bearing
At pressure plate (check according to truck
= scratching noise 3.1.1 External reasons due to the gearbox
manufacturer specifications)
●● Declutch, wait 4s, engage the reverse gear or to the gearbox linkage
= no scratching noise (Manual gearbox)
●● Checkthe facing wear (to be done according to
truck manufacturer method). Engagement time without
a scratching noise in 4s = correct
Measuring the engaging time of reverse gear
Conditions: Attention
ɁɁ With some gearboxes (oil at operating temperature),
●● The vehicle is stopped.
it is sometimes necessary to wait until 7 seconds
●● Gearbox and clutch at usual operating
to be able to engage the reverse gear without
temperature.
any scratching noise.
●● Engine at idle speed (check that the idle speed
Inertia of the friction
is within the manufacturer specifications).
Advice  Inertia of the first shaft
Measurement method:
 If the reverse gear engagement time (without
●● Evaluate the necessary time to engage, without Inertia of the synchronisation ring
scratching noise) is more than 7 seconds, it is
a scratching noise, the reverse gear or the 1st
considered as abnormal (the average value is Inertia of the second shaft
gear if it does not have synchromesh (In warm
3 to 4 seconds).
conditions, the engagement time is longer than
in cold conditions).
●● Proceed by successive steps starting with a very
short time (1 second) or with the max acceptable
time (7 seconds).

Engine Clutch Gearbox Transmission shaft

Gearbox inertia
22 23

Vehicle behavior
●● Hard gear shifting while driving or when the
vehicle is stopped.
●● Gear noise (scratching noise) when reverse gear
is engaged.
●● Difficulty or inability to engage or disengage the gear.
●● In idle speed with clutch in declutch position, the
vehicle moves with the gear engaged.
Reasons
●● Gearbox (poor gear conditions or synchromesh…)
●● Gearbox shifting system (wrong conditions or
incorrect shifting system adjustments, fork, …)
●● Inertia (time to stop the rotation of input shaft)
●● Inertia sensibility depends on the gearbox's design
and its conditions.
●● It also depends on the lubricant's quality and
temperature.
Diagnosis
òòIn some gearboxes, the gears cannot stop
immediately after declutching. Gear scratching
noise happens during a fast gear engagement
(mainly reverse gear, non synchromesh gear).
To define whether the reverse gear's scratching
noise is due to gearbox inertia or to a wrong clutch
release, we can do as follows:
●● Declutch and engage the gear  scratching noise.
●● Remain in declutch position, move the gearshift
lever to idle position.
●● Wait for 15 seconds and engage the reverse speed.
If no scratching noise  Gearbox inertia
If scratching noise  Wrong clutch release
Measurement method
1. Vehicle stopped.
2. Gearbox and clutch at normal operating temperature.
3. Engine at idle speed.
4. Evaluate the necessary time to engage the reverse
gear without the scratching noise or the 1st gear.
5. Proceed by successive steps starting with a very
short time (1 second) or with the max acceptable
time (7 seconds).
24
Example
●● Declutch, wait 1s, engage the gear
= scratching noise
●● Declutch, wait 2s, engage the gear
= scratching noise
●● Declutch, wait 3s, engage the gear
= scratching noise
●● Declutch, wait 4s, engage the gear
= no scratching noise
 Engagement time without scratching noise
in 4s = acceptable
Attention
ɁɁ If the time is more than 7 seconds, it is necessary
to check whether it is due to gearbox inertia
(gearbox lubricant, engine idle speed…) or wrong
clutch release, which needs to be at 15 seconds.
ɁɁ If the reverse gear can be engaged, the issue is
not caused by the clutch or the clutch linkage.
Advice 
 Check that all adjustments have been
done according to the truck manufacturer
specifications.
 Even if the issue happens to only one or two
gears, the conditions of the gearbox and its
linkage have to be checked.
Diagnosis
Hard gear shifting
3.1.2 E xternal reasons due to the The travel A of master cylinder is not long enough
due to a wrong adjustment of the pedal travel
clutch linkage stopper screw 2.

Vehicle behavior
●● Difficulty in gear shifting when running or when
the vehicle stops.
●● Gear noise (scratching noise) in reverse gear
engagement.
●● Difficulty or inability to engage or disengage the gear.
●● Vehicle jumps slightly when the gear is engaged
from idle position. Pedal
Reasons
●● Pedal system:
Jamming
Wear
Adjustments (Pedal height, Travel stopper pin)
●● Clutch linkage:
Mechanical: Cable, sheath and stopper
articulation axis (wear and jamming)
Hydraulic & Hydro-pneumatic: Master and slave
cylinder (leakage, adjustment)
●● Release travel is too short: repair of clutch
linkage
Slave cylinder:
Diagnosis The release travel C is not long enough due to
wrong adjustment of release push rod X.
Measure the release travel: To determine if it is the 
clutch which causes the issue, we have to check the
fork travel to estimate the release travel.
òòRelease travel too short
 Repair of the clutch linkage
òòRelease travel conforms to specifications
 Disassemble the gearbox from the engine
and clutch inspection.
Attention
ɁɁ Do not disassemble the clutch unless the release
travel is not correctly set according to the
manufacturer's specifications.
Advice  Slave Cylinder
 To have a good estimation of clutch release
travel, the measurement must be done as
close as possible to the clutch.
 Check the presence of air in the hydraulic
system (Bleed the hydraulic system according
to the manufacturer’s specifications).
25
 Diagnosis
Hard gear shifting

3.1.3 Reasons due to the clutch 1. Locking ring deformed 2. Worn or broken attachement systems 3. Worn diaphragm fingers

Vehicle behavior Parts inspection Parts inspection Clutch inspection

●● Difficulty in gear shifting when the vehicle is The release bearing connection system The connecting system of the snap on/off release Diaphragm fingers are worn by the bearing (Incrustation,
running or when it is stopping. is disconnected, broken or snatched. bearing is disconnected, worn, broken or snatched. wear, or breakage of diaphragm fingers).
●● Gear noise (scratching noise) when engaging
Vehicle behavior Vehicle inspection
reverse gear.
●● Impossible to shift the gear. The release bearing is disconnected from the
●● Difficult or impossible to engage or disengage a
diaphragm.
gear. Reasons
●● Vehicle jumps slightly when the gear engages ●● Assembly or fitting mistake.
from idle position. Parts damaged during assembly.
The release bearing connection part is not well
Reasons
positioned.
●● Release bearing
The clutch disc has been fitted in a wrong position.
disconnection
●● Snap ring or lock ring
wrong sliding
Not well positioned in the bearing groove or
●● Cover assembly
deformed during assembly. Worn diaphragm fingers
cover deformation
pressure plate broken straps Vehicle behavior
straps deformation ●● Hard gear shifting.
●● Clutch disc ●● Clutch Pedal vibration.
facings dirty with grease
Reasons
shock on facings
●● Wrong condition or incorrect adjustment of linkage
shock on disc
●● Damaged bearing
shock on splines
●● Engine malfunction
Diagnosis ●● Severe usage
òòThe diagnosis can be done by measurement or ●● Fitting of a release bearing without self centring
observations through clutch housing opening.
Diagnosis
Attention òòInsufficient release bearing preload (wear due to
Fixed Release Bearing
ɁɁ Never clean the parts before their inspection. slippage between bearing and diaphragm fingers)
Reasons òòWrong condition of linkage (fork, articulation)
Advice  òòWrong Cover assembly setting
●● Poor condition of clutch linkage, insufficient bearing
Advice   Respect Valeo installation instructions (Refer
òòSeized bearing
preload on diaphragm
 Parts inspection is performed after gearbox to Valeoscope fitting tips).
●● Intensive engine vibrations òòA worn or wrongly calibrated engine will generate
and clutch disassembly (Refer to examination
●● Wrong locking of release bearing attachment high vibrations at bearing/diaphragm contact
of used clutch Chapter 4).
system during assembly òòThe clutch fitted is not the right one
●● Forget to unlock the release bearing during òòThe wear of diaphragm fingers depends on the
gearbox disassembly (attachment system snatch clutch usage (very common in urban areas)
when pulling away the gearbox)
Attention
Attention ɁɁ Only use products from a supplier delivering
ɁɁ Check the clutch linkage conditions, the engine Truck manufacturers..
and their adjustments.
Advice 
Advice   Check the condition of clutch linkage and make
 Follow specific Valeo fitting instructions for adjustment according to manufacturer’s
snap on/off release bearing. (Refer to recommendations.
maintenance tips).  Check the effectiveness of each operation of
the release bearing preload system.
26 27

4. Deformed straps
Deformed straps
Parts inspection
Straps are deformed.
Vehicle behavior
It is impossible or difficult to shift gear.
Reasons
●● Drop of the cover assembly before fitting (during
transportation or handling).
●● Deformation occurred during cover assembly
bolting operation (use of a lever between cover
and straps or between pressure plate and straps
to prevent rotation of the cover assembly).
Diagnosis
òòWrong pressure plate lift  the clutch disc is not
released completely.
Attention
ɁɁ Handle the cover assembly carefully; a shock on
cover side can damage the straps.
Advice 
 Check the straps before cover assembly
mounting. The straps must be in contact
with each other along with their total length
and they must not show any bending mark.
28
5. Worn facing with cavities and
shiny surfaces
Parts inspection
●● The facing is shiny on most parts of the friction
surface.
●● There are some cavities.
●● The facing rivets are not drilled.
Vehicle behavior
Wrong clutch release mainly in warm conditions,
with:
●● Gearbox noise during reverse gear engagement
(whatever the duration of clutch disengagement is).
●● Hard gear shifting while driving.
●● The vehicle tending to move, gear engaged in
declutch position.
Worn facing with cavities and shiny surface
on outer diameter
Diagnosis
Hard gear shifting
Suction phenomenon
Reasons
●● The clutch disc cannot slide on the input shaft Clutch disc with grooved
facings
splines and stick to flywheel. Despite a good
pressure plate lift, the input shaft is always in
Drilled rivet
rotation.
●● Warm air is confined. Inside the cavities of facings
(rivet holes, facing cavities) which create a suction
effect with the flywheel.
●● This phenomenon happens more frequently on
large size clutch discs (380 to 430 mm) in which the
usage conditions are not severe (high frequency
of gear change under low energy dissipation).
Diagnosis
òòIt can be checked through the holes of clutch
housing by using a stroboscopic lamp (if the
clutch layout is compatible).
Attention
ɁɁ This issue is rather special when the clutch is a
low quality reworked product (rivet type, facing
material; non-grooved facing with steel back).
Advice 
Valeo Solution
 To avoid it, use only Valeo products which have
been designed for the correct adaptation.
29

6. Partially burst facing
Parts inspection
The facings are broken along the lines joining rivets,
pieces of facing is snatched out and then are stacked.
Vehicle behaviour
Hard gear shifting  clutch does not release.
Reasons
●● Partial burst is due to high rotation speed of the clutch
disc (rotation speed higher than burst speed).
●● Mis-shifting or mistake of range shift position.
Partially burst facing
Attention
ɁɁ Gearboxes require careful handling. Such issues
may occur while mis-shifting or when using
“repaired” products.
30
7. Dirty splines/oxidation on splines
Dirty splines / oxidation on splines
Parts inspection
●● The clutch disc splines are clogged (grease and
dust…).
●● Oxidation marks on both clutch hub splines and input
shaft splines; seizing is due to the lack of greasing.
●● The input shaft splines are damaged (shocks,
wearing or caulking).
Vehicle behavior
Hard shifting for each gear because of insufficient
displacement of the clutch disc on the input shaft.
The facing remains in contact with the flywheel.
Reasons
●● Grease was not applied on splines during assembly
operation (or insufficient quantity of grease was
used).
●● No suitable grease has been used.
●● Damaged splines.
Attention
ɁɁ Valeo has designed hub nickel plated clutch discs
that do not require greasing. In such cases, specific
instructions are provided with the disc.
Advice 
 Use appropriate grease recommended by
the manufacturer if necessary. (Refer to
Valeoscope maintenance chapter)
8. Worn and seized splines
Worn and seized splines
Parts inspection
●● Splines are worn or caulked
●● Shock marks on side of splines
Vehicle behavior
Shifting is difficult for each gear, due to wrong disc
sliding on the input shaft of the gearbox.
Reasons
●● Wrong handling during assembly (shocks during
gearbox mounting operation).
●● Misalignment engine/gearbox.
●● Wrong disc part number has been used (Splines
dimensions do not match with the gearbox's input
shaft).
●● Large engine vibrations.
Advice 
 Check if the disc used fit the gearbox (check
the part number).
 Center the disc with the appropriate tools and
carefully mount the gearbox.
 Check the engine's conditions and adjustments.
Diagnosis
Hard gear shifting
9. Damaged pilot bearing
Parts inspection
●● It is difficult (sticking) or impossible (seizing) to
rotate the pilot bearing.
●● The pilot bearing is destroyed (ball and ball cage
destroyed).
Vehicle behavior
●● It is impossible or difficult to shift gears.
●● This issue is wrongly associated to several reasons
related to cover assembly or clutch disc.
Reasons
●● The pilot bearing is dried due to overheating of
flywheel.
●● Insufficient quantity of grease inside the pilot bearing
(grease has been ejected due to air pressure during
introduction of gearbox input shaft).
●● Deterioration of grease (aging, drying, facing dust…).
●● Deterioration of ball cage during gearbox assembly
(shocks of gearbox input shaft).
●● Wrong positioning of the pilot bearing.
Pilot bearing damaged
Attention
ɁɁ Check the positioning and the holding of the
pilot bearing (wear of bearing housing or wear of
gearbox input shaft tip). Carefully assemble the
gearbox.
Advice 
 Replace the pilot bearing each time you
replace the clutch.
31
 Diagnosis
Hard gear shifting

10. Diaphragm radial breakage 11. D

 ust or pieces of the facing between 12. Breakage of the fork contact area 13. Judder caused by grease
the cover and the pressure plate
Parts inspection Parts inspection
Parts inspection Wear or breakage on the fork contact areas. There is grease on the clutch facings
Dust or pieces of facing between cover, diaphragm
Vehicle behavior Vehicle behaviour
and pressure plate.
Generally, such issues can affect the clutch operation in: ●● It is impossible or difficult to shift gears
Vehicle behavior ●● Hard declutching ●● Slippage of clutch in hot conditions
●● Impossible or difficult to shift gears ●● Unsmooth clutch engagement ●● Judder
●● Clutch slippage ●● Hard shifting
Reasons
Reasons ●● Oil leakage from the gearbox or from the engine
●● Severe usage of clutch ●● Grease leakage from the pilot bearing
Radial breakage of diaphragm ●● Wrong conditions or wrong adjustments of the ●● Excess of grease on the clutch disc splines or on
clutch linkage release bearing sleeve
Parts inspection ●● Mistake in using the gearbox
Radial breakage of diaphragm
Diagnosis
Vehicle behavior òòFacings destroyed because of overheating
●● Impossible or difficult to shift gears òòCentrifugation of facings
Breakage of fork contact area
●● Slippage of clutch òòPieces of facings are spread inside the cover assembly
Reasons
Reasons
Because the fork contact is not symmetrical, the
●● Wrong adjustments of the clutch linkage
consequences can be:
●● Clutch linkage out of specifications
●● Insufficient bearing travel
Diagnosis ●● Increased slipping time (reduced release bearing
òòSuch issues often happen due to the excess of speed during engagement)
bearing travel. ●● Rough vehicle startup (shocks, shuffle)
òòThe diaphragm stress has exceeded its mechanical Grease on the facing
Diagnosis
resistance.
òòInsufficient greasing on fork contact areas. Diagnosis
Attention òòWrong condition of the fork or of its pivot system. The diagnosis is quite difficult and can sometimes be
ɁɁ Check conformity and function of the clutch linkage òòIntensive use of the clutch due to the vehicle done through the clutch housing hole.
parts. usage type generating fast wear at fork contact òòUsing a stroboscopic lamp, it is possible to see the
areas. displacement of the disc.
ɁɁ F ollow the manufacturer’s recommendations
Dust or pieces of facing òòFacing adhesion on friction surfaces (flywheel,
concerning their adjustment. Attention
pressure plate) prevents the clutch disc from
Attention ɁɁ To insure good function and long life of your
moving along the splines.
ɁɁ It is impossible to re-use a cover assembly covered clutch, it is necessary to apply appropriate grease
Advice  òòFacing friction coefficient has dropped and
with facing dust. It cannot be completely cleaned at the release bearing/fork contact areas.
 Replace the 3 parts of the clutch kit. become unstable. It generates:
and has to be replaced.
 Check the bearing travel and the condition of • Unsmooth vehicle start-up (vehicle shuffles
the actuator Advice  during clutch engagement in both forward and
 Be aware of diaphragm spring quality and Advice   Check and refit the clutch linkage (fork, axis, in backward).
characteristics of non-original products.  Check the conditions and the adjustments of and pivot). • Insufficient clutch torque capacity (mainly in hot
the clutch linkage.  Replace the fork when its contact areas are conditions, full engine torque)
 Replace 3 pieces clutch kit and clean the damaged.
Attention
clutch housing.  Grease the fork contact areas when the fork
ɁɁ A clutch disc with facing contaminated by grease
has no roller.
cannot be used again and must be replaced.
 If the fork has rollers, make sure that they are
not jammed; greasing the fork contact is not
necessary.
32 33

Advice 
ąąMake sure that the engine and the gearbox
are well sealed. Remove grease on friction
surfaces (flywheel, pressure plate), input shaft
splines, tube-guide and clutch surroundings
(housing…).
ąąIf the gearbox input shaft splines and the
release bearing sleeve must be greased, use
an appropriate quantity of good quality grease.
ąąMake sure that the facings are not contaminated
with grease during their installation.
14. Disconnected pre-damper
Clutch inspection
●● Pre-damper is disconnected with damaged splines.
●● The hub is disconnected on flywheel side; the
damaged splines are on the gearbox side.
Vehicle behavior
●● Noise in clutch
●● Wrong declutching
●● Vehicle stopped
Disconnected pre-damper
Reasons
●● Shock on the hub due to the rocking of the gearbox
when it is fitted back on the engine with a hoist.
●● During the assembly of the gearbox, the input shaft
was pushed strongly against the clutch disc hub.
Diagnosis
òòDuring the assembly, the gearbox hit strongly the
disc hub.
òòWrong centring of the clutch disc.
Attention
ɁɁ Use a centring tool to center the clutch disc properly,
and avoid mis-alignment of the gearbox shaft.
34
Diagnosis
Hard gear shifting
Advice  3.1.4 Gearbox with synchromesh
ąąUse appropriate tools (gearbox cradle instead
of hoist, centring guide…). Clutch inspection
ąąCarefully install the gearbox (orientation, Burst of the clutch disc
alignment and introduction).
Vehicle behavior
●● Slippage or sudden stop of vehicle
15. Retainer plates are broken ●● Clutch noise
Clutch inspection Reasons
●● Friction marks on the damper system 1. The switch is in position of LOW RANGE "LR":
●● Retainer plates are deformed or broken ●●Start in 1st gear (or crawler "C" if necessary).
●●Sequential shifting on 2nd, 3rd, 4th gear and
Vehicle behavior
5th gear.
●● Noise in clutch
●● Wrong clutch release 2. The switch is pushed in position HIGH RANGE "HR":
●● Vehicle stopped ●●Sequential shifting on 5th, 6th, 7th and 8th gear.
(Ex: 1st, 2nd, 3rd and 4th gear).
●●If one forgets to move the switch when on
4th gear, instead of up-shift from 4th  5th,
a down-shift from 4th  1st is done.
When a down-shift from 4th  1st is done,
H type with range switch on shift lever
the gearbox input shaft can reach a rotating
speed of more than 7.000 rpm (depends on
gear ratios).
Clutch inspection
Retainer plates are broken Burst on the clutch disc
Reasons Vehicle behavior
●● Mistake of mounting direction of the clutch disc. ●● Slippage or sudden stop of vehicle
●● Wrong part number, wrong disc. ●● Clutch noise
Diagnosis Reasons
òòThe damper is fitted incorrectly (on flywheel side 1. The switch is in position of LOW RANGE "LR":
instead of gearbox side). ●●Start in 1st gear (or crawler "C" if necessary).
òòThe clutch disc thickness is not compatible (with ●●Sequential shifting on 2nd, 3rd, 4th gear and
flywheel or cover assembly). 5th gear.
òòThe damper is disconnected from the facings
2. The switch is pushed in position HIGH RANGE "HR":
(clutch disc and retainer plates broken)
●●Sequential shifting on 6th, 7th, 8th, 9th and
Attention 10th gear. (Ex: 1st, 2nd, 3rd, 4th and 5th gear).
ɁɁ Avoid mounting the clutch disc upside down. In ●●If one forgets to move the switch when on
general the longest part of hub is on the cover 5th gear, instead of up-shift from 5th  6th,
assembly side (also marked gearbox side). a down-shift from 5th  1st is done.
sH type with range switch on shift lever by contactor
Diagnosis
Advice 
There should be some mistakes in the gearbox usage
 Replace the seals of the crankshaft on the
during up shifting, when the switch "LR" to "HR"
engine side and of the primary shaft on the
is forgotten.
gearbox side to eliminate oil leaks.
35

Attention
ɁɁ It is not necessary to have the gear fully engaged.
As soon as the synchromesh is engaged, there
is an overspeed of the clutch disc. This type
of mistake is the reason for facings burst or
destruction of the clutch disc.
Advice 
 Inform the drivers of the mistakes'
consequences on the clutch..
3.1.5 Robotised Gearbox hard gear
shifting
In robotised gearbox environment, synchronization
between the engine and the gearbox speed is
operated by electronics (Transmission Control Unit
- TCU) thanks to the sensors. The TCU adjusts speed
at the gearbox input to the engine speed through
electronic management and presence of the primary
shaft brake.
Slipping energy is expressed in calories. When there
is over slipping, it results in overheating.
When overheating here are the possible
consequences:
Alert 1 (information on driver dashboard): system
forces start-offs on a lower gear shift.
Alert 2: temperature gets critical; system is no longer
operational might be necessary to control in a workshop
the status of the clutch and of the actuation.
Concept of touch point for robotised gearbox
Depending on vehicle generations and gearboxes,
system may re-learn its clutch engagement point also
called touch point.
Gearbox understands where to find right "touch point"
position according a theoretical curb designed by the
vehicle manufacturer. This position is confirmed by
automatic learning at first installation of the clutch.
36
Diagnosis
 Clutch slippage or lack of torque capacity
The touch point may change following the
temperature of the clutch and of the energy spent
3.2 C lutch slippage or lack
during the slipping phases. It can provoke then of torque capacity
judder during the re-clutch phase.
3.2.1 External factors
1. Diagnostic of "Jump" (sudden jerk)
●● Regular wear of the clutch components (progressive) Vehicle behavior Example:
leads to the evolution of touch point position; ●● Clutch slippage Slave Cylinder
system learns regularly its optimal position of ●● Engagement point of clutch pedal is too high ●● Refuse lorry  weekly / monthly
"touch point" according to sensors information. ●● Long haul  every semester / yearly
Reasons
●● Temporary overheating which modifies the shape
●● Wrong adjustment of clutch linkage
of curb afterwards. In such case, vehicle must
●● No clearance between release bearing and Advice 
be returned in a workshop for reinitialisation of
"touch point" position.
diaphragm fingers (for system designed to have  Clutch linkage must be adjusted according to
such clearance) manufacturer’s instructions.
The new curb during reinitialisation should be close to
Attention
original manufacturer’s one.
ɁɁ For linkage with clearance between diaphragm
2. Diagnostic of breakdown fingers and release bearing, wear adjustment must
Following a deviation of the touch point curb, be done periodically depending on the wear rate of
gearbox can point out a functional issue as: facings (mission profile). There is no standard rule.
●● no de-clutch
●● no gear shifting
Alert is sent to driver.
Switch-off the engine, wait for the clutch to cool
down and restart after a few minutes to check if it is
back to normal status (touch point).
If not recovered from alert, it might be necessary to
reinitialize with the diagnostic tool on site.
3. D iagnostic of judder (repeated oscillations felt
in cabine)
Effects of judder:
●● Discomfort for the driver: problem of comfort and
difficulty of manoeuvrability
●● Judder is not always identified by system
●● Impact on engine good regulation
Technical reasons:
●● Geometry issue (false parallelism of clutch cover,
clutch disc sliding issue on gearbox input shaft)
●● Issue with friction material quality (non compliant
product or thermal degradation of some materials)
●● Coupling stiffness is too short (non compliant
product or mechanical degradation)
Advice 
 Check that cover has been correctly bolted
to avoid any issue of lack of parallelism of
pressure plate.
 Check that sliding of friction splines is smooth
on shaft. (beware of burrs) Slave Cylinder
37

1. Blue-stained pressure plate
Blue spots on the pressure plate
Parts inspection
●● Blue spots on the pressure plate, but no other
damages
●● The pressure plate mass temperature reached 200°C
Vehicle behavior
Long time clutch slippage in low energy, mainly
happens on driving up hills or in high engine torque.
Reasons
●● Wrong conditions and wrong adjustments of the
clutch linkage.
●● Seizing of the tube-guide.
●● Wrong bolting of cover assembly on the pressure
plate.
●● The facings are totally worn out.
●● Breakage of the diaphragm.
●● Mistake in choosing the cover assembly (insufficient
load).
Diagnosis
òòThe pressure plate load has become insufficient
and there is a delay of the pressure plate lift
during engagement.
Attention
ɁɁ Always replace the 3 parts of the clutch kit.
Advice 
 Check the clutch linkage conditions and make
adjustments according to the manufacturer’s
instructions.
38
Diagnosis
Clutch slippage or lack of torque capacity
2. E xternal reasons due to the clutch linkage: Clutch inspection 3.2.2 Reasons due to the clutch
seized fork on ball pivot/axis Oxidized and seized fork on its axis
1. O
 ver-heated spots on the pressure plate
Vehicle behaviour surface (creeping)
Parts inspection
●● Loss of transmission of the engine torque
●● The fork pivot is seized
●● Slippage Parts inspection
on the fork
●● Over-heated spots on the pressure plate surface
●● The bushing is worn
or broken Vehicle behaviour
●● Linkage axis and links ●● Clutch slippage
are seized, out of round ●● Burnt facing smell
●● Smoke emitted from the clutch housing
Vehicle behavior
●● Wrong release, difficult gear shift
●● Slippage and accelerated wear of facings
●● Rough clutch engagement
●● Heavy pedal load during clutch engagement
Reasons
●● The release bearing travel is not sufficient to release
the clutch disc. Oxidized and seized fork on its axis
●● The release bearing movement is slowed down
Reasons
(increase of engagement time).
●● Projections of water, when cleaning the vehicle.
●● The release bearing movement cannot be precisely
●● Hatch opened. Creeping on the pressure plate surface
controlled, which means starting up is not smooth.
●● No greased fork axis (see recommendations of the
●● The fork is oxidized and seized on its axis.
manufacturer). Reasons
Attention ●● Severe usage of the clutch (earth moving, vehicle
ɁɁ In the case that there is a hard point or stick slip Advice  stuck in mud, towing, overload, difficult start-up
movement of linkage, it is necessary to maintain ąąMake sure that the hatch is in place, and closed. conditions, high grade roads…).
the linkage system or to check the clutch facings ąąAvoid splashing water during cleaning ●● Vehicle is not used the way it has been designed for.
wear. operations.
Diagnosis
ąąPerform the necessary lubrication of the
Diagnosis òòThe pressure plate material has been transformed
fork axis while preceding the re-assembly
òòNo grease or not enough grease when assembled in some spots = metal creeping.
operation.
òòNot suitable grease òòThe pressure plate surface temperature has
òòWrong status of fork linkage reached 700°C or more.
The diagnosis can be made by measuring the Attention
bearing travel or by observation through the clutch ɁɁ A vehicle stuck in mud must be towed.
housing hole.
Advice 
Advice 
 Choose the vehicle according to most severe
 Any part (ball pivot, axis, rod, yoke…) with
usage conditions (engine, driveline).
seizing, rust or wear must be replaced to keep
 Watch their usage in severe situations and
the good function of the clutch linkage and to
avoid wrong operating behavior.
ensure a clutch long life.
 Always replace the 3 parts of a clutch kit.
 During re-assembly, it is necessary to apply
suitable grease on any hinge.
 We highly recommend changing the fork
pivot each time of the clutch change.
39
 Diagnosis
Clutch slippage or lack of torque capacity

2. G
 rooves on the pressure plate friction 3. Cracks on the pressure plate 4. Pressure plate deformed 5. Rubbing of the rivets after total wear od
surface made by facing rivets the facings
Parts inspection Parts inspection
Parts inspection ●● There are abnormal cracks on the pressure plate ●● The pressure plate surface is warped.
The pressure plate is grooved or worn by steel parts of friction surface.
Vehicle behavior
the friction disc (rivets). ●● The clutch is very often used in severe conditions
●● This deformation of the pressure plate may
(earth moving, refuse lorry).
Vehicle behaviour have impacted on the clutch function and can
●● Vehicle is often started with the inappropriate gear.
Clutch slippage accelerate the facings wear.

Rubbing of the rivets after

total wear od the facings

Grooves on the pressure plate friction surface
Reasons
●● The facings are totally worn out.
●● The facings are destroyed by centrifugation or by
overheating.
Attention
ɁɁ Stop he vehicle as soon as the clutch slippage
occurs.
Advice 
 Check periodically the wear of the clutch
facings as suggested by the manufacturer
(indicators, measures…).
 Check the flywheel's condition (re-machine or
replace it if necessary).
Pressure plate deformed
Reasons
●● When the deformations are serious, they should
become incompatible with the cushion capacity
of the clutch disc.
Cracks on the pressure plate
●● The lack of progressivity results in a lack of torque
Vehicle behavior capacity and the facing wear is accelerated.
●● Very fast wear of the facings ●● When deviation from the facings and the pressure
●● Clutch slippage plate exceeds 1 mm, the contact between the
facings and the pressure plate is only on the inner
Reasons
diameter. This generates slippage.
●● High thermal stresses induced by repeated over
heating clutch operations. Diagnosis
●● The cracks make the pressure plate friction òòImportant heat dissipation in clutch during vehicle
surface very abrasive and therefore, accelerate startup (road grade, vehicle loads…).
the facings wear. òòThe deformation of the pressure plate is due to
the important thermal flow (convex shape when
hot, concave shape when cold).
ɁɁ  dvice 
A Diagnosis
 To secure the life of the clutch, always start Attention
the vehicle in first gear. ɁɁ Check the deformation amplitude by using a ruler
 Always replace the 3 parts of the clutch kit. and thickness gauges (refer to the tolerance).
 Always use the crawler gear (when available)
to make the vehicle start in very difficult
Advice 
conditions.
 Always replace the 3 parts of the clutch kit.
Parts inspection
●● The facings are fully worn up to the rivets head.
●● The facings thickness or clutch disc thickness under
load are below specifications.
Vehicle behavior
●● The clutch slips at any time.
Reasons
●● Normal conditions:
The clutch life's limit has been reached in normal
vehicle usage (long haul, urban, off road).
●● Facings wear too fast:
Wrong conditions or wrong adjustments of the
clutch linkage system.
Seizing of the release bearing on the tube-guide
due to extreme conditions or to wrong driving
habits.
Vehicle startup in abnormal conditions.
òòCheck if the facing wear capacity limit has been
reached by using wear sensors if available.
Attention
ɁɁ Always start the vehicle in first gear to protect the
clutch. Keep watching wear indicators.
Advice 
 Replace the 3 parts of the clutch kit.
 Adjustments must be done according to the
manufacturer’s instructions.

40 41
 Diagnosis
Clutch slippage or lack of torque capacity

6. S tripped yarn after destruction 7. Burst facing 8. Broken pressure plate 9. Seized tube-guide/seized sleeve
of facing binder
Parts inspection Parts inspection
●● Burst of facing on either one side or two sides of Release bearing sleeve seized on tube-guide or
the clutch disc. plastic sleeve destroyed.
●● Friction of rivets against pressure plate and flywheel.
Vehicle behavior
Vehicle behavior ●● Wrong release of the clutch
●● Slippage of clutch, the vehicle suddenly stops. ●● Hard gear shifting
●● Unsmooth engagement
●● Premature wear of the facings

Stripped yarn after destruction of facing binder Broken pressure plate

Parts inspection
The organic type facings are burned or destroyed.
Vehicle behavior
●● Slippage of clutch.
●● Usually, the vehicle is off the road.
Reasons
●● Clutch is operated in severe condition: overload,
towing, and vehicle stuck in mud…
●● Clutch used frequently in severe situations: off road,
earth moving, agriculture vehicle.
●● Friction material is not suitable for the vehicle.
Diagnosis
òòDestruction of yarn binder, due to very high
temperatures (> 450°C).
òòThe clutch was used while the facings had reached
the wear limit; it reaches a high temperature
because of excessive slippage time.
Attention
ɁɁ Check periodically the wear status of the facings
(if possible).
Advice 
ąąCheck the conditions of the flywheel (thermal
cracks, overheated areas…),
ąąRe-machine the flywheel or replace it if
necessary.
ąąCheck the ring gear position.
ąąReplace the 3 parts of the clutch kit.
42
Burst facing
Reasons
●● High temperature facing deterioration or important
facing wear. Weak facings (Binder destroyed or
thickness too low).
●● Use of repaired clutch discs.
●● Mis-shifting.
●● Gearbox speed range switch is in wrong position.
●● The rotation speed of the gearbox input shaft is too
high (rpm overrun).
Diagnosis
òòThe centrifugal force is higher than the mechanical
resistance of the facings.
Attention
ɁɁ Always start the vehicle in first gear to protect
the clutch.
Advice 
 Valeo designed the facing bonded on steel-back
to improve its burst resistance and to increase
wear capacity.
With the widespread use of robotised gearbox,
steel-back is not necessary as there is no
possible gear shift error in this case.
Parts inspection
There are breaks on the pressure plate.
Vehicle behavior
●● It is impossible or difficult to shift gears
●● Slippage of the clutch.
Reasons
●● Wrong conditions or wrong adjustments of the
clutch linkage seized tube-guide / seized sleeve
●● Excessive slippage
Reasons
Diagnosis
●● The release bearing travel is short; therefore the
òòLong time slippage increases the temperature of
clutch is not completely released.
the pressure plate friction surface (>700°C) but
●● Clutch linkage is tough and the release bearing
the opposite side is in contact with clutch housing
speed is slow during re-engagement. This increases
ambient air (from 100 to 150°C).
the clutch slipping time.
Under such temperature gradients, the pressure
●● The movement of the release bearing cannot be
plate deformation will exceed the mechanical
precisely controlled.
resistance of the pressure plate.
òòSuch issues happen when the clutch linkage is Diagnosis
damaged or because of fast facing wear. òòInsufficient quantity of grease for sleeve (reservoir
òòThe clutch torque capacity is not enough because not fully filled).
of the pressure plate load reduction. òòInappropriate grease (too fluid).
òòWrong conditions of the tube-guide.
Attention
òòNon symmetrical fork contact.
ɁɁ The centrifugation of the pressure plate can
damage other vehicle components (clutch
Advice 
housing, gearbox…).
 Replace the release bearing and when
ɁɁ Check periodically the facings wear indicators
necessary the tube-guide.
when they are available in the vehicle.
 Replace the fork if necessary (worn contact
areas).
Advice 
ąąReplace the worn parts of the clutch linkage
and adjust it accordingly to the manufacturer’s
instructions.
ąąReplace the 3 parts of the clutch kit.
43

10. Friction marks on the retainer plates
Clutch inspection
●● Friction marks on flywheel (at inner diameter or on
bolt holes).
●● Friction marks on damper hub.
●● Burned facings.
Vehicle behavior
●● Noise in clutch.
●● Insufficient torque capacity (vehicle stops).
Friction marks on the retainer plate
Reasons
●● Clutch disc mounted on the wrong side
●● Wrong part number, wrong disc.
Diagnosis
òòThe gearbox side was fitted on the flywheel side.
òòThe clutch disc thickness is not compatible (with
flywheel or cover assembly).
òòBy visual inspection through the housing holes,
it is possible to see that the clutch disc is still
rotating in declutching position.
Attention
ɁɁ Check the mounting side.
ɁɁ In general the damper is on cover assembly side
(unless there is other specification).
Advice 
 Make sure that the part numbers match with
vehicle type (engine, gearbox…).
44
Diagnosis
Lack of smoothness
11. Broken disc 3.3 Lack of smoothness 3.3.1 Judder caused by shiny spots
Rough clutch engagement
on the facing
●● Facing material quality: depending on facing quality,
Parts inspection
(organic or cerametallic) torque transfer may be
●● The facings surface have 2 different types of aspects
more or less sudden.
(shiny, glazed spots and rough, dark spots).
●● Damaged clutch linkage
●● Glazed mainly happens to the contact area of the
Reasons due to the clutch cushion disc on the facing.
●● Grease on facings:
Vehicle behavior
Oil leakage
●● The vehicle shuffles when it starts up.
Over-greasing (tube-guide, splines…)
Contaminant on facings (during storage or
during handling…)
Substance on friction surfaces of facings
Disc broken
(anticorrosion, cleaning substance)
Clutch inspection
●● Geometric defects of parts:
The disc is broken at the cushion pad.
Clutch disc: deformation, run out
Vehicle behavior Cover assembly (Pressure plate parallelism,
●● Metallic noise in clutch. finger tips run out)
●● The clutch cannot be released. Release bearing (Wrong contact)
●● No torque transmission (vehicle cannot move).
●● Unsuitable type of facing:
Reasons Cerametallic instead of organic
●● Disc damaged during assembly of gearbox (gearbox Organic instead of cerametallic
hang on hub).
Shiny spots on the facing
●● Gearbox is mis-aligned after mounting.
●● Abnormal axial vibrations from the engine Reasons
crankshaft. ●● This uncomfortable behavior happens when the
clutch slips.
Diagnosis
●● Facings are not suitable for the working conditions
òòThe damper can rotate freely as it is completely
of the clutch.
disconnected from facings.
Diagnosis
Attention
òòSome types of facings become glazed when the
ɁɁ The gearbox must be assembled smoothly.
clutch frequently works under non severe conditions.
òòThe friction coefficient becomes unstable.
Advice 
òòThe variations of friction coefficient make it
 Use appropriate tool to assemble the gearbox,
difficult to operate the vehicle precisely (both in
(example: support with height adjustment).
forward and in backward operations), especially
 Check the injection and the axial clearance
with towing vehicle.
of the crankshaft.
This phenomenon occurs when thermal stress is
rather low (long haul vehicle).
12. Diaphragm radial breakage
ªª Refer to chapter 3.2 Attention
ɁɁ Avoid to fit repaired or adaptable clutch discs.
13. D
 ust or pieces of the facing between
the cover and the pressure plate
ªª Refer
Advice 
to chapter 3.1
 Use Valeo clutch discs as they are fitted with
performing facings for optimal performance.
45
 Diagnosis
Noise and vibration

3.3.2 D
 eterioration of the cover 3.4 Noise and vibration
assembly centring
Reasons due to engine: Diagnosis
The acyclism generates noise or vibration in the òòThe wrong assembly of the cover assembly on the
driveline or in the cab. flywheel leads to an eccentricity which produces:
• Unbalance (vibration)
Reasons due to the clutch: • F riction (noise and damage of cover assembly
●● Release bearing: bearing, pedal and clutch housing).
●● Cover assembly: balancing, jamming, centering òòThis can be checked visually through the holes of
●● Disc assembly: damper, deformation, facings the clutch housing.
Reasons due to the clutch environment: Attention
Cover assembly
●● Pilot bearing ɁɁ Check carefully the flywheel centring type and
●● Engine and gearbox mounts compatibility with the cover assembly (centering
pins, centring by outer diameter, by flat or by
hollow flywheel…).
Parts inspection 3.3.3 Breakage of the fork contact area 3.4.1 Reasons due to the clutch
The cover is deformed or damaged. ªª Refer to chapter 3.1
1. Damaged cover caused by friction Advice 
 Follow Valeo instructions for mounting cover
Vehicle behavior 3.3.4 Judder caused by grease Clutch inspection assembly on flywheel and bolting method.
●● It is impossible or difficult to shift gears. ªª Refer to chapter 3.1
●● Cover deformed at centering area.
●● Slippage of the clutch.
●● Cover damaged because of interference with
●● Clutch judder. 3.3.5 Seized tube-guide/seized sleeve housing.
2. Seized ball bearing
ªª Refer to chapter 3.2
Reasons
Vehicle behavior Clutch inspection
●● Wrong bolting of cover assembly or wrong centring
on flywheel.
3.3.6 Seized fork on ball pivot/axis ●● Friction noise when starting the engine. ●● The bearing is seized or cannot rotate.
ªª Refer to chapter 3.2 ●● Abnormal vibrations when increasing the engine ●● Fast wear and break of diaphragm fingers.
●● Wrong cover assembly part number was fitted.
speed
●● The cover assembly does not correspond to the type Vehicle behavior
or to the diameter of the centering of the flywheel. ●● Wrong declutching
●● Noise in clutch
Diagnosis
òòWrong assembly of cover assembly on flywheel
(positioning or incorrect bolting) can generate a
deterioration of centring device and can damage
flywheel with cracks (burrs on cover machined
areas, break of the flywheel "edge")
Attention
òòCheck the conformity of the cover assembly with
the centring system on the flywheel.

Damaged cover due to friction

Advice 
 Follow the Valeo instructions for fitting and Reasons
bolting cover assemblies. ●● Positioning defect (centering) of cover assembly Seizing of the ball bearing
to flywheel during assembly operation. Reasons
●● Use of wrong part number of cover assembly ●● Wrong condition or incorrect adjustment of the
(centering diameter not suitable). clutch linkage.
●● The release bearing has been immerged in cleaning
liquid.
●● Grease leakage
46 ●● Overheating. 47
 Diagnosis
Noise and vibration

Diagnosis
òòContaminants brought by cleaning liquids
òòGrease has become liquid because of overheating
(extreme use of the clutch).
It can be checked visually through the holes of
the clutch housing.
òòParts of broken springs may jump out of the clutch 5. Broken facings, broken cushion pad 6. Disconnected pre-damper
disc and stick onto the clutch facing, or between ªª Refer to chapter 3.1
the diaphragm and the pressure plate.
Attention 7. Friction marks on the retainer plates
ɁɁ Check that the engine is in good condition. ªª Refer to chapter 3.2

Advice  Advice  8. Broken retainer plates

ąąCheck and maintain the linkage regularly.  Make sure that the clutch disc matches the Broken facing ªª Refer to chapter 3.1
ąąAdjust the linkage according to the manu- vehicle model.
facturer’s recommendations.
9. Broken disc
ªª Refer to chapter 3.2
4. Worn or broken clutch disc
3. Broken damper spring
Clutch inspection
Clutch disc or damper box destroyed.
3.4.2 Gearbox with synchromesh
ªª Refer to chapter 1
Vehicle behavior
Clutch inspection
●● Noise in clutch 3.4.3 Facing bonded on steel-back
●● No torque transmission (the vehicle cannot move) Burst facings together with cushion pad (in case of ªª Refer to chapter 1
flat flywheel).
Reasons
●● Wrong part number, improper clutch disc
Vehicle behavior
●● Vehicle characteristics modified
●● Sudden vehicle stop, after a gear shifting
●● Noise in clutch

Reasons
●● Rotating speed of gearbox input shaft is too high
Broken damper spring
(rpm overrun).
●● Weakened facings (material destroyed,
facing too thin, non conformed riveting).
Diagnosis
Clutch inspection òòDestruction of facing by overheating
●● Broken damper spring òòFacing wear exceed the admitted tolerance
●● Large wear of the clutch disc òòFixing of the facings not in specifications
Worn or broken clutch disc
òòMis-shifting
Vehicle behavior
Diagnosis òòDriving down hill, declutched with a low gear
●● Noise in clutch housing
òòThe damper is too weak to transmit the engine engaged
●● Wrong clutch release
torque.
Attention
Reasons òòChanging the injection powertrain settings and
ɁɁ Replacement of the clutch facings is done only
●● Broken spring mounting a retarder.
by the clutch manufacturers.
●● Wrong disc part number fitted Such modifications can lead to intensive vibrations
●● High engine vibrations that might affect the durability of the clutch disc.
Advice 
Diagnosis
Attention  Clutch facing material and the riveting process
òòThe engine tensional fluctuations can generate
ɁɁ Check the vehicle original configuration. are critical to insure clutch performance and
intensive vibrations which affect the damper
clutch disc life.
durability.
òòDamper characteristics are not the ones defined Advice 
for the vehicle.  Make sure that the clutch disc part number
matches with the vehicle type (engine,
48 49
gearbox…).
 43 Preventative
maintenance
4.1 E xamination and refit
of the clutch environment
4.1.1 Engine
●● Remove all the dust and the grease inside the
housing and on the flywheel
●● Check the seals of the crankshaft bearing and of
the engine housing
●● Replace the pilot bearing

Attention
ɁɁ It is necessary to remove all the dust from the
housing and to replace the pilot bearing.
Flywheel

Advice 
 For identification and assembly parameters,
please refer to the manufacturer’s data.

Pilot bearing

50 51

Friction surface
●● Check the state of the flywheel; re-machine the
friction surface (cracks on surface, worn areas…)
if necessary or replace the flywheel. In any case
follow strictly manufacturer’s instructions.
●● Follow the instructions (bolting method and bolting
torque), and the assembly's specifications (systematic
replacement of the bolts, use of lock thread).
Flywheel
52
Preventative maintenance
Examination and refit of clutch environment
4.1.2 Gearbox
●● Remove all the dust and the grease from the clutch
housing and from the clutch linkage.
●● Check the input shaft seal and tube guide.
●● Check the state of tube-guide (wear, jamming) and
replace it if necessary.
Advice 
 Replace all the damaged parts (worn, jammed…)
Check the surface Check the state of tube guide
The thickness of machining the friction surface is
maximum 0.7 mm.
The roughness is Ra 2.5 to 6.3.
Attention
ɁɁ In the event that the cover assembly bolting
surface is different from the friction surface
(hollow flywheel or flat flywheel with redan),
machine the same thickness of material on the
2 surfaces.
Advice 
 When re-machining the flywheel, it is compul-
sory to respect the maximum authorized
machining amount so as to ensure its
strength (risk of breakage) and it's minimum
mass (thermal capacity).
Clutch housing and the fork
53

4.2 R
 ecommendations for a correct
assembly of the clutch kit
4.2.1 Clutch disc
●● General aspect: no shock, no deformation and no
grease on the clutch facings.
●● Splines: make sure that the disc slides smoothly on
the gearbox input shaft.
●● Apply a reasonable quantity of grease on the hub
splines: using appropriate grease except when it is
not necessary for example with nickel coated hub.
(see the manufacturer's recommendations and
Valeo's).
●● Assemble the clutch disc on the right side (in general,
the longest part of hub is on cover assembly side).
●● Center the disc on the flywheel with a suitable tool
(centring shaft, refer to the picture below).
Flywheel side
Orientate and centre the disc
54
4.2.2 Cover Assembly
Aspect
●● Without shock, check the shape of the straps (no
deformation allowed).
Attention ●● No grease, on the friction surface of the pressure
ɁɁ It is not necessary to apply grease on the splines plate.
when the hub is nickel coated.
Advice 
 Mounting direction is often written on Valeo
clutch discs or inside the box (cf. notice for
no grease on splines).
Correct shape of the strap
Attention
Gearbox side All straps sets must be checked carefully. Even if
only one set of straps is deformed, it can affect the
release performance of the clutch.
Advice 
 The examination of the strap sets must be
done before assembling the cover assembly
on the flywheel.
 The check must be done even on a new cover
assembly since the straps might be damaged
during transportation or during handling.
Centring tool
Preventative maintenance
Recommendations for correct assembly of a clutch kit
1. Cover Assembly Tips
Assembly
●● Bolt the positioning pins onto the flywheel.
●● Use an appropriate tool to carry and handle the
cover assembly.
●● Center the cover assembly on the flywheel,
according to existing flywheel configuration (pins
or centring steps).
Bolting
●● Install the fixing bolts, starting from the bottom.
●● Remove the guide pins and replace them by
remaining bolts.
●● Tighten the bolts progressively, depending on
the centring method on the flywheel, up to
the recommended torque (defined by the bolt
diameters and their class).
Check
Check the slip of the centring tool. If necessary, the
tool has to be held during bolting operation.
Check
Check the position of the diaphragm. When using a
new clutch disc, the belleville washer must be flat
and the height of finger tips must be equal.
Attention
ɁɁ A wrong bolting process may induce a wrong
assembly and even deteriorate the flywheel step.
55

2. Cover Assembly Centre with shipping clips
Tips
●● Follow strictly the assembly instructions
●● Sequentially bolting from bottom
●● Remove the guiding pins and replace with the
remaining bolts
●● Take away the shipping clips (installed below the
strap bolts)
56
Preventative maintenance
Recommendations for correct assembly of a clutch kit
3. Cover Assembly Centre without shipping clips
1 2
3 4 5
Attention Tips Attention
ɁɁ A wrong bolting process may induce a wrong ●● Follow strictly the assembly instructions ɁɁ Never use an impact wrench for tightening
assembly and even deteriorate the flywheel step. ●● Sequentially bolting from below clutch kit bolts
●● Remove the guiding pins and replace them with
ɁɁ T orque wrench value depends on the vehicle
the remaining bolts
manufacturer's specifications
ɁɁ  ever use an impact wrench for tightening the
N
clutch kit bolts
57
 Preventative maintenance
Recommendations for correct assembly of a clutch kit

4.2.3 Release Bearing

Aspect
●● No shock
●● Check the self-centring of the bearing Cover assembly 430 DTE for fixed release bearing
(radial displacement)
Cover assembly 430 DTE for fixed release bearing
Grease
●● Apply grease on the sleeve or on the plastic
sleeve. Use appropriate grease (please refer to
the manufacturer’s recommendations).
●● Check the sliding of the release bearing on the
tube guide.

Attention
ɁɁ Do not make a hole on the plastic sleeve to
connect with greasing devices. This can damage
Release bearing with plastic sleeve
the sleeve and therefore affect the sliding
performance of the sleeve on quill.

1. C over assembly with fixed release bearing

Assembly
Valeo provides a ring set in the box to be attached
on the diaphragm for pull type cover assembly with
fixed type release bearing (attachment devices that
are provided with release bearing).
Attention
ɁɁ Follow strictly the assembly sequence and the
parts' orientation (not upside down); otherwise
there is a risk of release bearing's disconnection.

Advice 
 In some cases, there is no need of flat
washer (in such a case, it is written on the
notice delivered together with the release
bearing).
 Check that the ring is well installed inside the
bearing groove together with the bearing Assembly of fixed bearing DM 102T
plate.

Bearing assembly

58 59
 Preventative maintenance
Recommendations for correct assembly of a clutch kit

●● Install the release bearing on tube guide (for other Attention 2. C over assembly with Snap-on/off
types of bearing like Pull type Snap-on/off or Push ɁɁ Make sure that the release bearing/fork contacts release bearing
type). are maintained when assembling the gearbox.
The snapping operation is done by pushing strongly
●● Install the fork linkage devices (lock-pins, retainers,
(using a lever arm) on the fork or fork connecting rod.
slots….) when the linkage is not of permanent
Advice  For manual snapping system, it is necessary to close
contact (adjustment made at the release bearing
 Follow strictly the manufacturer's instructions the snap ring before the snapping operation.
position).
during the installation of the linkage
●● Rotate the release bearing ears to be on the fork
mounting devices.
contact areas (this operation is sometimes done
during the assembly of the gearbox).

As the release bearing/fork contact surface is the whole

circle, it is not necessary to rotate/position the release


bearing.

Cover assembly 430 DTE for snap on/off DM 120TCD snap on/off
release bearing release bearing

Snap-on operation

Snap-on method Attention

1. Make sure that the snap ring is closed. Then approach ɁɁ If the snapping operation is not properly done,
the bearing nose to the bearing plate. there is a high risk that the release bearing could
2. Enlarge the snap ring on the conical nose of the be disconnected during the vehicle's usage.
bearing.
3. Compress the Siamese elastic washer.
Advice 
4. Push the bearing against the bearing plate until the
Fixed release bearing with fork on axis  To insure a good snapping operation, it is
washer is completely compressed.
Mercedes-Benz Actros necessary to push up to the point where the
5. The snap ring is well installed in the groove once the
release bearing cannot move.
pushing force is released.
60 61
 Preventative maintenance
Recommendations for correct assembly of a clutch kit

Snap-off method

3. E xample of clutch DTE430 4. E xample of clutch DTE430

with fixed release bearing with snap on/off release bearing

Snap on/off
Fixed fitting fitting
Fork Fork
on ball on ball

Fork
Snap-off operation on axis

●● Manually pick the pin of the lock ring.
●● Compress the Siamese washer and the bearing on
the cup hook, which allows the ring to free itself
from its groove.
●● Release effort and disengage the nose of the
bearing cup attachment.
Remark: If it is impossible to clip (due to excessive
wear of the friction), you must remove the axis of
the fork in order to uncouple the engine from the
gearbox.
Mercedes SK
Mercedes Actros

Advice 
 Assembling the gearbox and the engine. Use
an appropriate mean to carry the gearbox
(gearbox handling) and the centring guide
pins (engine/gearbox).
 Be cautious when connecting the gearbox to
the engine (position, alignment, fitting…).
 Misalignment between the gearbox and the
engine may generate problems as burrs on
clutch disc splines teeth, clutch cover damage
and release bearing wrong snapping.

Misalignment of engine/gearbox

62 63
 Preventative maintenance
Recommendations for Concentric Slave Cylinder

4.3 Recommendations for

Concentric Slave Cylinder
4.3.1 Prior to Fitting the C.S.C.
Attention
ɁɁ Choosing the correct part
Ensure that you have the correct part by comparing
the new replacement part to the old part removed
from the vehicle.
Advice 
 Using the wrong CSC part may obstruct the
clutch system.
 C heck the product's physical aspect by
comparing with the worn part.
Attention
ɁɁ Clean parts
●● Dirt present will result in uneven mounting
causing:
Contamination by gearbox oil results in
swelling of C.S.C. internal seals and failure
C.S.C. sleeve to move backwards resulting in
leakage of hydraulic fluid
●● Ensure that the contact surfaces of the bell
housing are clean and that there is no dirt or
grease present. Do not use brake cleaner as a
cleaning agent.
4.3.2 Fitting tips & specific warnings
Attention
for hydraulic systems
ɁɁ No compressing of parts
When removing the clutch and the transmission with
●● C.S.C. internal seal losing integrity results in
a closed hydraulic circuit, the clutch pedal must not
leakage of hydraulic fluid.
be operated. Should this occur, it will over-extended
the C.S.C. piston, possibly damaging the piston sealing
Advice 
lip, causing hydraulic fluid loss and resulting in clutch
 Do not compress the C.S.C. prior to the fitting.
operating issues.
The natural temptation to manually compress the C.S.C.
to "check" its operation should be resisted as this can
result in seal damage.

Advice 
 Clean parts.
 Ensure that the contact surfaces of the bell
housing are clean and that there is no dirt or
grease present.
 Do not use brake cleaner as a cleaning agent.

C.S.C. Filling and Bleeding

With the clutch fitted, the C.S.C. installed in the clutch
bell housing and the transmission fully mounted to the
engine flange, the C.S.C. should be filled with hydraulic
fluid and bled, according to the vehicle manufacturer or
to the C.S.C. manufacturer’s instructions.

Careful attention to the aforementioned recommen-

dations should enable rapid tracing and rectification
of faults and ensure long and reliable operation of
replacement components.

64 65
 Preventative maintenance
Recommendations for Concentric Slave Cylinder

Diagnosis Diagnosis Diagnosis Diagnosis

òòWrong connections cause leakage resulting in
inability to bleed the hydraulic system and non-
functioning C.S.C..
Attention
ɁɁ Ensure that the connections to the hydraulic system
are correct.
òòGearbox oil will leak past the external seal
resulting in swelling of C.S.C. internal seals and
failure.
Attention
ɁɁ Ensure that the external seal of the C.S.C. (when
present) is not damaged when the C.S.C. is moved
over the gearbox input shaft.
òòUneven mounting causes C.S.C's sleeve to move òòC.S.C. sleeve will foul on the clutch disc spline
backwards resulting in leakage of hydraulic fluid causing failure.
and failure.
Attention
Attention ɁɁ Ensure that the clutch plate is mounted the
ɁɁ Ensure that the C.S.C. mounting surface is flat correct way round to the vehicle's manufacturers
with the gearbox receiving surface. Ensure that specifications.
the bolts are “finger tight” before tightening to
the correct torque as specified by the vehicle's
GEARBOX SIDE
manufacturer.

66 67

Bleeding the System
Attention
ɁɁ Prior to bleeding ensure that only the fluid
specified by the vehicle manufacturers is used to
top up the reservoir.
ɁɁ Warning: Ensure that no contaminants have or
are able to enter the hydraulic system.
ɁɁ Warning: Only use a totally clean funnel or other
dispenser in the top up process.
Diagnosis
òòIncorrect fluid or contaminants cause internal
seals to swell and C.S.C. failure.
68
Attention
ɁɁ Follow the vehicle manufacturer's recommended
bleeding instructions and use recommended
bleeding devices.
ɁɁ Warning: Do not bleed manually while using
bleeding devices.
ɁɁ Warning: If bleeding manually, do not pump up
the system by repeatedly depressing the clutch
over a short period of time.
Diagnosis
òòOver-stroke results in the C.S.C. leaking hydraulic
fluid or bursting.
Preventative maintenance
Recommendations for Concentric Slave Cylinder
Clutch Hoses
What is the Flexible Clutch Hose all about?
●● The clutch hose is the one and only flexible
line within the hydraulic clutch system. It works
in conjunction with your clutch slave cylinder
to deliver fluid to the clutch. When you push
the pedal, the fluid goes through the hose and
facilitates the movement of the clutch. Essentially,
the flexible clutch hose helps to ensure that your
vehicle shifts smoothly.
What common symptoms indicate you may
need to replace the Flexible Clutch Hose?
You notice a puddle of fluid under your vehicle:
●● The clutch won’t engage properly
●● The vehicle is difficult to shift
●● You are constantly having to add fluid to your clutch
reservoir
Signs that your flexible clutch hose has reached
the end of its lifespan.
If the clutch hose isn't working properly, and not able to
deliver the clutch fluid as it should, then it's likely you
will have issues trying to change gears. It is important
that you don't leave the issue as this is a safety concern.
You can take a look under your vehicle for signs of
leaking clutch fluid. If you see a puddle, it's time to
have the vehicle looked at. Another sign there may be
a leak is if you are regularly refilling your clutch fluid.
If you seem to be having issues getting your clutch to
engage, it could be that the flexible clutch hose needs
to be replaced.
69

5 New and
NEW
O.E. parts
 Parts manufactured and sold to truck makers for
the assembly on the new vehicles.
 Parts manufactured by O.E. suppliers and simul-
taneously distributed by the independent distribu-
tion and by truck dealers networks.
Parts equal to O.E.
 Parts which meet the same specifications as the
original parts.
 Parts manufactured by O.E. suppliers, which are
designed, produced and controlled in the same
conditions as the O.E. parts
Adaptable parts
 Parts substitutable but not identical nor equivalent
to the original parts.
 These parts are not equal to the O.E. parts.
70
New and remanufactured parts
remanufactured
parts
REMANUFACTURED
Parts remanufactured to new
 O.E. parts reconditioned by O.E. suppliers with
systematic replacement of all worn components.
These remanufactured parts are assembled and
controlled following the same process as the O.E.
ones.
Parts remanufactured to adaptable
 Parts reconditioned in factories with replacing the
worn parts by the ones not equal to O.E..
 These parts are not equal to O.E. parts.
Repaired parts
 Parts repaired by replacing the defective parts, but
not by changing the worn parts.
 These parts are not equal to O.E..
Reused parts
 Parts have already been used in a vehicle and reused
again. These reused parts should be forbidden.
 These parts cannot be secured: if they were not
stored immediately after removal of the vehicle
with protection from air intakes; if they are not
oxidized, ruptured; if they have not been correctly
installed and verified by the prefectures of technical
control.
71
 Cerametallic facing Pawns
Pads of sintered friction material. Part attached to the sleeve for receiving the fork
Cushion contacts.

6
Elastic system between 2 facings.
Damper
Elastic element working under high torque, to
eliminate resonances transmitted to the driveline
and/or to solve the issues of noise due to the
engine working.
Siamese washer
Corrugated double washer ensuring preload of the
release bearing on the hooking system.
Sleeve
The frame of the release bearing.

Glossary Hysteresis
Friction system inside the damper to absorb some
Snap-on/off
Operation to connect/disconnect the release
of the vibration energy. bearing to/from the cover assembly.
Flywheel Nominal torque
Plastic sleeve
Touch point Torque beyond which the elastic system will be
Centring flywheel by outer diameter Part which allows the sliding of the bearing on the
inoperative.
The centring of clutch cover is carried by the The Touch point is the point at which the plates of tube-guide.
"redan" on flywheel. the clutch connect as the clutch pedal is released. Organic facing
Quality of friction material delivered in ring form. Concentric Slave Cylinder (C.S.C.)
Centring flywheel by pins Hook cup Hydraulic actuator part.
The centring of clutch cover on flywheel is done by Pre-damper
Intermediate support between the release bearing
the pins installed on the flywheel. Elastic element working under low torque to reduce
and the diaphragm of the cover assembly.
noise transmission in idle position.
Fork
Centring flywheel by screw Different type of contact
Diaphragm finger Release travel
Centring clutch cover by the fixing screws.
Lever part which allows moving the articulation The fork contact on the bearing is ensured by
Minimum travel of the pressure plate required for
Conicity ring of the diaphragm. bombed fingers or rollers.
disconnecting engine/gearbox.
The height difference between the outer and inner
diameters of the pressure plate or of the flywheel. Spacer Stiffness Fork on axis
Sector plate of steel for adjusting a height of Ratio between the nominal torque of a damper and The articulation of the fork is carried on a shaft.
Rating repair
mechanism. its deflection.
Maximum machining of the flywheel permitted by Fork on ball
the manufacturer. Pressure plate lift Bearing The articulation of the fork is carried on a ball.
Pilot bearing Axial displacement of the pressure plate to allow Anti-rotation
Pilot bearing located in the flywheel to support the declutching. Prevents the bearing from being driven in rotation
Clutch housing
gearbox input shaft. by the ball bearing. Part of the gearbox which links it to the engine and
Snap-on/off ring which contains the clutch.
Redan Self-centring
The link between the cup and ball bearing of the
Redan is the height difference between the contact Radial displacement of the ball bearing into the Tube-guide
release bearing.
face of the cover and the face of friction. release bearing to allow its centring on the cover Part of the gearbox where the release bearing is
Strap assembly axis.
Clutch cover sliding and through which the primary shaft.
Return spring between the pressure plate and the Flat contact
Release bearing load cover to allow the pressure plate displacement Form of the release bearing nose (fitted on Clutch linkage
Necessary effort on the release bearing for when declutching. bombed diaphragm fingers).
declutching. Wear indicators
Spin free of the clutch disc Fork contact For tracking the facings wear.
Belleville washer of diaphragm Part of the release bearing sleeve which is in
Minimal displacement of the clutch disc to allow a
Full conical portion, between the outer diameter contact with the fork. Slave cylinder re-initialization
complete disconnection between the engine and
of the diaphragm and the diameter of the slot Operation to reposition the piston of the slave
the gearbox. Hooking
bottom. It is this part which exerts the clamp load cylinder to ensure the declutching travel and the
on the pressure plate. Attachment of the release bearing on the pull type
Clutch disc clutch cover assembly. facings wear.
Clamp load
Steel backing Toric contact Slave cylinder
Pressure force of the cover assembly, to press the
clutch disc on the flywheel. Metal disc which is bonded on the back of the Form of the release bearing nose (fitted on flat System which allows the declutch operation with a
facing to improve resistance to burst. diaphragm fingers). low clutch pedal effort.
72 73
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74 75
TRUST
O.E. PRODUCTS
Providing the highest quality product is at the core of Valeo Service
“We Care for You – Trust the Specialist” strategy. Valeo built incredibly strong
expertise in Original Equipment (O.E.) transmission systems products for commercial
vehicles leveraging key assets: rapidly growing application coverage, finest materials,
cutting edge technologies and outstanding services.
The premium Aftermarket clutch kit offers extremely high quality and performance for
all automotive requirements, covering approximately 95% of the European commercial
vehicle range. The range includes up to 279 O.E. kits. The Valeo offer includes a large
range of light commercial vehicles, coach and truck clutches to suit applications from
all around the world, ensuring strong compatibility for all major truck manufacturers.
Beyond a large coverage, Valeo leverages its ability to quickly deliver the latest

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applications on the market. Valeo thus provides a full range of clutch kits for main
truck, bus and coach Euro 6 applications such as DAF, IVECO, MAN, MERCEDES-BENZ,
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