Lipe Clutch Installation Service Manual

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CONTENTS

GENERAL Page

• CLUTCH CONSTRUCTION -2-

• CLUTCH OPERATION -2-

• CLUTCH INSTALLATION AND FLYWHEEL PREPARATION -2-

• DRIVEN DISCS AND IDENTIFICATION -4-

• CLUTCH HOLD DOWN BOLTS -4-

• RELEASE YOKE AND CATAPULT MECHANISMS -5-

• CLUTCH ADJUSTMENT -6-

• WEAR INDICATION -8-

• LUBRICATION OF RELEASE BEARING -9-

• CLUTCH ACTUATION SYSTEMS -9-

• UPSHIFT BRAKE -10-

14-2 LP POT FLYHWHEEL

• CUTAWAY DETAIL -11-

• CHECKIING DRIVE PINS -11-

• INTERMEDIATE PLATE -13-

• CLUTCH INSTALLATION -13-


14-2 LP FLAT FLYHWHEEL


• INTERMEDIATE RING AND INTERMEDIATE PLATE -16-



15 ½ -2 LP FLAT FLYHWHEEL




15/380-2 LP FLAT FLYHWHEEL


• INTERMEDIATE RING AND INTERMEDIATE PLATE -20-



SERVICE PROBLEMS AND SOLUTIONS -24-

COMMON SERVICE PROBLEMS -25-

LIPE TOOLS -34-

LIPE HELPLINE 1-877-642-2419

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GENERAL

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1. CLUTCH CONSTRUCTION. 14”, 15 ½ “ & 15/380

The LIPE clutch assemblies described in this manual are of a pull type, dry disc design

and incorporate an adjustable clutch release bearing assemblies.

Adjustment of the release bearing assembly compensates for the disc friction wear

throughout the clutch life and maintains the operating clearance for the upshift clutch brake.

2. CLUTCH OPERATION

Depressing the clutch pedal pulls the release bearing assembly back towards the

transmission. Retraction of the pressure plate relieves the pressure on both the driven discs and

intermediate plate.

Full disengagement occurs when the release bearing assembly is actuated 0.5” (13mm).

Releasing the clutch pedal allows the release bearing assembly to travel back towards

the flywheel, slowly re-engaging the clutch assembly.

3. CLUTCH INSTALLATION AND FLYWHEEL PREPARATION. 14”, 15 ½“ & 15/380

Before installing the clutch assembly ensure that the flywheel friction face is free on heat

cracks, scouring, dishing and taper. If it is found necessary to remove the flywheel for rework or

replacement, when re-assembled, it is essential that the flywheel and flywheel housing are re-

aligned, see fig 1 for alignment checks.

Fig. 1

3.1 Checking for Flywheel Misalignment

The centre line or axis of the engine, crankshaft, flywheel, clutch and

transmission shall be common to these units with a permissible variation of not more than 0.005”

(0.13mm) between any or all of these members.

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3.2 Additional Flywheel Checks

Flat flywheels without register location are normally supplied with piloted 3/8” UNC bolt

holes to centralize the clutch assembly, see fig 2.

If the flywheel is re-worked by regrinding the friction face then the counterbore and thread

depth must be re-qualified to ensure that the bolts do not bottom in the counterbore or the bottom

of the stepped hole.

Fig. 2 RECOMMENDED COUNTERBORE

Pot flywheels are in general produced for use with the 14-2LP pull type clutch

assemblies. The flywheel pot has a depth of 2.937” +/- 0.005” (74.6mm +/- 0.13mm) from the

friction face to the clutch flange seating.

LIPE supply a tool, Part No. TCT-003 to check this dimension, see fig 3.

Fig. 3

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4. DRIVEN DISCS AND IDENTIFICATION

All LIPE driven discs are Part marketed and identified “PRESSURE PLATE SIDE” and

“FLWHEEL SIDE”. Twin plate clutch driven discs should be installed as shown on fig 4.

Before driven discs are installed the splines in the disc hub must be smeared with a

coating of a high melting point grease.

Fig. 4

5. CLUTCH HOLD DOWN BOLTS

All LIPE Pull Type clutches have 3 hold down bolts screwed into the pressure plate to

retain the clutch clamp load.

These 3 bolts must be removed once the clutch assembly has been fully fitted to the

flywheel and before the clutch alignment tool is removed from the clutch assembly. One of the

hold down bolts secures a caution tag, see fig 5.

Fig. 5

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6. RELEASE YOKE AND CATAPULT MECHANISMS

Ensure that the release bearing assembly is positioned with the Yoke or Catapult (shown

in fig 6 and 6a) in contact with the wear pad on the bearing housing.

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7. CLUTCH ADJUSTMENT

When the vehicle transmission has been re-installed all LIPE pull type clutches must be

adjusted as follows.

7.1 With the inspection cover removed, the LIPE adjusting bar TCT-013 is used to unlock the

release bearing assembly sleeve locking-nut.

7.2 The TCT-013 bar is then placed between the transmission brake and release bearing

assembly, to obtain a release bearing travel clearance of ½” (13mm). Release travel clearance is

set by turning the slotted adjustment nut (nearest the release bearing).

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7.3 Completing the adjusting procedure, the release bearing assembly sleeve locking-nut is

locked back into position against the spider.

7.4 General view showing the ½” (13mm) release travel clearance between the release

bearing assembly cover and transmission brake. The space between the lock-nuts is also clearly

visible.

Note: For transmissions having a sprung-type front end, the release travel clearance should be

set at 7/16” (11mm).

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8. WEAR INDICATION

LIPE’s unique wear indication for friction face wear is applicable to all our twin plate pull

type units and is shown pictorially below in the new, half worn and fully worn out conditions.

8.1 The 14” model, shown here as it leaves the LIPE factory, in the new condition with 5/16”

(8mm) gap between locking and adjusting nut.

8.2 Mid-way along wear life – approximately 1” (25mm) between lock-nuts.

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8.3 Fully worn condition – clutch needs replacing. 1 5/8” (41mm) nominal gap between locking

and adjusting nuts.

9. LUBRICATION OF RELEASE BEARING

The clutch release bearing on all pull type clutches rotates at the engine speed.

Consequently this bearing will require the occasional shot of lubrication. LIPE use and

recommend a high temperature grease for all their clutch release bearings.

10. CLUTCH ACTUATION SYSTEMS

Three types of systems are used to operate LIPE clutches and should be set up as per

vehicle manufacturer’s manual.

These are:-

Mechanical

Hydraulic

Air / Hydraulic

For transmissions with plain primary shaft front bearing covers, the requirement from any

of the above systems is that when the clutch pedal is fully depressed in the cab by the driver, the

clutch release bearing assembly must move back towards the transmission a minimum of ½”

(13mm). If this is not achieved the system must be checked to locate the reason for the loss of

travel.

For transmission with Spring-type primary shaft front bearing covers, the clutch release

bearing assembly must move back towards the transmission a minimum of 7/16” (11mm).

In both cases, if the release bearing assembly movement is not achieved the system

must be checked to locate the reason for the loss of travel.

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11. UPSHIFT BRAKE

CAUTION: Never apply the transmission brake when making downshifts!

The purpose of the transmission brake is to stop the transmission from rotating, in order

to engage the transmission gears quickly, in making an initial start. The brake will also facilitate

making upshifts so the next higher gear may be engaged without clash. The clutch pedal should

never be fully depressed before the transmission is put in neutral. If the transmission brake is

applied with the transmission still in gear, a reverse load will be put on the gears, making it

difficult to get the transmission out of gear. At the same time it will have the effect of trying to stop

or decelerate the vehicle with the transmission brake and rapid wear of the friction discs will take

place, necessitating frequent replacements. Also considerable heat will be generated which will

be detrimental to the release bearing and transmission front bearings.

USE TRANSMISSION UPSHIFT BRAKE FOR INITIAL GEAR ENGAGEMENT AND

UPSHIFTING

Fig. 7 – Operating Instructions for Clutch/Transmission Brake

Fig. 8 – Upshift brake kit in position against transmission brake.

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14-2 LP POT FLYWHEEL

_____________________________________________________________________________

12. CUTAWAY DETAILS 14-2LP POT FLYWHEEL

Fig. 9 LIPE 14” Twin Plate clutch assembly for pot flywheels

13. CHECKING DRIVE PINS

The 14-2 LP pot flywheel is fitted with 6 drive pins located in the wall of the flywheel.

These pins drive the 6 slot intermediate plate and it is important that the intermediate plate moves

freely over the drive pins. To ensure free movement of the intermediate plate, the drive pins

should be positioned and aligned using the LIPE tool TCT-001. The pins should be set flush to

the flywheel wall with the flats on the head square to the flywheel friction face, see Fig. 10.

Fig. 10

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13.1 If the drive pins are “out of square” to the friction face then the following should be

undertaken :-

i) Replace the grub screw holding the drive pins.

ii) Place TCT-001 tool over the drive pin head and re-align until TCT-001 tool is flat

to flywheel friction face (see Fig 10 and 11)

iii) Tighten each grub screw to secure drive pin in position before removing TCT-

001.

13.2 IMPORTANT:- Always use drive pin alignment tool TCT-001 when fitting new and

checking existing drive pins.

Fig. 11

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14. INTERMEDIATE PLATE

The intermediate plate operates between the flywheel and pressure plate discs. The

intermediate plate is driven by the 6 drive pins and it is critical that the intermediate plate moves

freely over the drive pins. To ensure free movement of the intermediate plate, the clearance

between the flattened head of the drive pin and slot must be checked.

14.1 This check is carried out as follows:-

i) Place flywheel disc into flywheel and slide intermediate plate over driven pins.

ii) Using feeler gauges check that the clearance is 0.006”/0.014” (0.15mm/0.36mm)

on the same side of each of the 6 drive pins. (see Fig. 12).

Fig. 12

In operation this will result in a 0.003”/0,007” (0.08/0.18mm) clearance each side of the

drive pin allowing the intermediate plate to move freely.

iii) If clearance condition is not achieved, remove the intermediate plate and rotate

to the next slot and re-check.

iv) If clearance still cannot be obtained, remove the intermediate plate and flywheel

disc and re-check drive pin alignment. (see section 13).

15. CLUTCH INSTALLATION 14-2LP

Having carried out all specified checks and lubrication, the unit can now be installed.

15.1 Place flywheel disc into flywheel with disc marked “flywheel side” towards flywheel friction

face.

15.2 Locate intermediate plate as previously described in section 14.

15.3 Using LIPE clutch disc alignment tools – TCT-015 for 1¾” – 10 splines or TCT-016 for 2”

– 10 splines, slide the alignment tool through the pressure plate disc from the side

marked “pressure plate side”. Offer the alignment tool and disc up to the flywheel and

slide through flywheel disc. Push forwards until the alignment tool spigot locates in the

flywheel spigot bearing.

15.4 Now lift and offer the clutch cover assembly and release bearing assembly over the

alignment tool and push forward until the clutch flywheel register engages into the

flywheel pot.

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15.5 Fit and tighten the clutch mounting bolts in the sequence shown to a torque of 35/40 lbs

ft, (47/54Nm) see Fig. 13

Fig. 13


All LIPE pull type clutches have 3 hold down bolts screwed into the pressure plate to


These 3 bolts must be removed once the clutch assembly has been fully fitted to the

flywheel and before the clutch alignment tool is removed from the clutch assembly. One of the

hold down bolts secures a caution tag, see Fig. 14

Fig. 14

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14-2 LP FLAT FLYWHEEL

_____________________________________________________________________________

17. CUTAWAY DETAIL

Fig. 15 LIPE 14” Twin Plate clutch assembly for flat flywheels.

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18. INTERMEDIATE RING AND INTERMEDIATE PLATE

The 14-2LP flat flywheel twin plate assembly uses an independently mounted

Intermediate ring to convert the flywheel from flat to semi-pot. The Intermediate ring houses the

flywheel disc and intermediate plate, see fig. 15.

18.1 The intermediate plate has driving lugs which fit mating slots in the INTERMEDIATE RING,

see fig. 16.

18.2 Before installing the clutch, the intermediate plate “A” should be set into the driving slots of

the INTERMEDIATE RING “B” to make sure that the intermediate plate moves freely, and the

clearance between the INTERMEDIATE RING drive slots and lugs are checked. The allowable

clearance is 0.003”/0.007” (0.80/0.18mm) on each side of the drive lug, see fig. 16.

18.3 If the clearance condition is not achieved, remove the intermediate plate, rotate one slot and

recheck.

19. CLUTCH INSTALLATION 14-2LP FLAT FLYWHEEL

19.1 The two disc assemblies for the twin plate clutch are not identical. Both discs are marked either

“FLYWHEEL SIDE” or “PRESSURE PLATE SIDE”. They must be positioned with the side of the marked

disc to the respective part, see fig.4.

19.2 Having carried out all specified checks and lubrication, see section 4 on page 3 and section 9 on

page 5, the unit can now be installed.

19.3 Ensure flywheel is free from dirt and grease.

19.4 Using two 3” guide studs installed in opposite holes in the flywheel, position and slide the

INTERMEDIATE RING on the guide studs up against the flywheel so that the ventilating slots are on the

flywheel side.

19.5 Place flywheel disc into INTERMEDIATE RING with disc marked “FLYWHEEL SIDE” towards

flywheel friction face.

19.6 Position intermediate plate into INTERMEDIATE RING in accordance with 18.2 and 18.3.

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19.7 Using Lipe driven disc alignment tools, either TCT-015 for 1¾”-10 splines, slide the alignment tool

through the pressure plate disc from the side marked “PRESSURE PLATE SIDE.” Offer the alignment

tool and disc up to and slide through flywheel disc. Push forwards until the alignment tool spigot locates in

the flywheel spigot bearing, see fig.17.

19.8 Now lift and offer the clutch cover assembly and release bearing assembly over the alignment tool

using the two guide screws and push forward until the clutch assembly comes up against the

INTERMEDIATE RING. Fit cover assembly using 10 off spring washers and 10 hexagonal bolts and

finger tighten. Remove guide screws and fit the remaining two bolts.

19.9 Tighten the clutch mounting bolts in the sequence shown to a torque of 35/40 lbs ft (47/54 Nm), see

fig.18

FIG. 18


All Lipe pull type clutches have 3 hold down bolts screwed into the pressure plate to


These 3 bolts must be removed once the clutch assembly has been fully

fitted to the flywheel and before the clutch alignment tool is removed from the clutch assembly.

One of the hold down bolts secures a caution tag, see fig.19.

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FIG.19

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15 ½ -2 LP FLAT FLYWHEEL

_____________________________________________________________________________

21. CUTAWAY DETAIL 15½-2LP

FIG. 20 Lipe 15½” Twin Plate Pull Type clutch assembly for flat flywheel.

22. CLUTCH INSTALLATION 15½-2LP

The 15½” Twin Plate clutch assembly is a flat flywheel type and both discs and

intermediate plate are housed inside he cover assembly.

22.1 Before installing this assembly onto the flywheel, the cover drive slot and intermediate drive lug

clearance must be checked in the assembled condition by first placing the pressure plate disc into the

clutch assembly, with the ‘pressure plate’ marking towards the pressure plate, and then inserting the

intermediate plate. Check the clearance between the lug and slot 0.003/0.007” (0.08/0.18mm), see page

8, fig.16.

22.2 If clearance is not obtained, remove intermediate plate and rotate one slot, insert into the cover and

re-check clearance.

22.3 The flywheel disc should now be placed into the cover assembly as show in fig.20, with the side

marked “FLYWHEEL SIDE” facing the flywheel (see fig.4). slide the appropriate clutch disc alignment

tool, TCT-015 for 1¾ - 10 splines for TCT-016 for 2” – 10 splines, through the full assembly. This is then

lifted up and bolted onto the flywheel, tightening the bolts in sequence, see fig 21 to 50/55 lbs ft (67/74

Nm).

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FIG. 21


All Lipe pull type clutches have 3 hold down bolts screwed into the pressure plate to retain the

clutch clamp load.

These 3 bolts must be removed once the clutch assembly has been fully fitted to the flywheel and

before the clutch alignment tool is removed from the clutch assembly. One of the hold down bolts secures

a caution tag, see fig 22.

FIG.22

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15/380-2 LP FLAT FLYHWHEEL

_____________________________________________________________________________

24. CUTAWAY DETAIL 15/380-2LP

Fig. 23 Lipe 15/380 Twin plate pull type clutch assembly with an INTERMEDIATE RING for flat flywheel.

25. INTERMEDIATE RING AND INTERMEDIATE PLATE

The 15/380-2LP flat flywheel twin plate assembly uses an independently mounted INTERMEDIATE

RING to convert the flywheel from flat to semi-pot. The INTERMEDIATE RING houses the flywheel

disc and intermediate plate, see fig. 23.

25.1 The intermediate plate has driving lugs which fit into mating slots in the INTERMEDIATE RING,

see fig. 24.

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25.2 Before installing the clutch, the intermediate plate “A” should be set into the driving slots of the

INTERMEDIATE RING ”B” to make sure that the intermediate plate moves freely, and the clearances

between the INTERMEDIATE RING drive slots and lugs are checked. The allowable clearance is

0.003/0.007” (0.08/0.18mm”) on each side of the drive lug, see fig. 24.

25.3 If the clearance condition is not achieved, remove the intermediate plate, rotate one slot and re-

check.

26. CLUTCH INSTALLATION 15/380-2LP

26.1 The two disc assemblies for the twin plate clutch are not identical. Both discs are marked either

“FLYWHEEL SIDE” or “PRESSURE PLATE SIDE”. They must positioned with the side of the marked

disc to the respective part, see fig. 4.

26.2 Having carried out all specified checks and lubrication, see section 4 on page 3 and section 9 on

page 5, the unit can now be installed.

26.3 Ensure flywheel register is free from dirt and grease.

26.4 Both INTERMEDIATE RING to flywheel using 2 off 7/16

” socket headed screws in counter bored

holes, see fig. 25.

FIG. 25

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Note: LIPE flywheel adaptor kit AK-L0614 is for Cummins and Caterpillar engines and adaptor kit AK-

L0796 for Perkins (Rolls Royce) and Gardner engines.

26.5 Place flywheel disc into INTERMEDIATE RING with disc marked “FLYWHEEL SIDE” towards

flywheel friction face.

26.6 Position intermediate plate into INTERMEDIATE RING in accordance with 25.2 and 25.3.

26.7 Using Lipe clutch disc alignment tools, either TCT-015 for 1¾”-10 splines or TCT-016 for 2”-10

splines, slide the alignment tool through the pressure plate disc from the side marked “PRESSURE

PLATE SIDE”. Offer the alignment tool and disc up to and slide through flywheel disc. Push forwards

until the alignment tool spigot locates in the flywheel spigot bearing, see fig. 26

FIG. 26

26.8 Now lift and offer the clutch cover assembly over the alignment tool and release bearing

assembly over the alignment tool and push forward until the clutch assembly comes up against the

INTERMEDIATE RING. Fit cover assembly using 10 off spring washers and 7/16” hexagonal bolts and

finger tighten, ensuring that the clearance slots in the cover flange are aligned with intermediate plate

drive lugs to ensure full pressure plate movement, see fig. 27.

FIG. 27

Note: Intermediate plate must be fitted with markings as shown on drive lug, see fig. 24.

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26.9 Tighten clutch mounting bolts in sequence, see fig. 28 to 50/55lbs ft (67/74Nm).

FIG. 28


All LIPE pull type clutches have 3 hold down bolts screwed into the pressure plate to retain the clutch

clamp load.

These 3 bolts must be removed once the clutch assembly has been fully fitted to the flywheel and

before the clutch alignment tool is removed from the clutch assembly. One of the hold down bolts

secures a caution tag, see fig. 29.

FIG. 29

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SERVICE PROBLEMS AND SOLUTIONS

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PROBLEM / SOLUTION

CHATTER

1. Loose, broken or worn engine mounts 1. Tighten or replace

2. Pedal linkage worn 2. Replace linkage

3. Loose or cracked clutch housing 3. Tighten or replace

4. Spring shackles and mountings loose or worn 4. Tighten or replace

5. Misalignment 5. Re-align

6. Oil or grease on facings 6. Install new disc assembly and correct oil leak

7. Warped or bent driven disc assembly 7. Install new disc assembly

8. Improper disc facing thickness 8. Replace

9. Worn pilot bearing 9. Replace

10. Wrong spring pressure in cover assembly 10. Replace with proper cover assembly

11. Release levers not parallel 11. Recheck installation

AGGRESSIVE

1. Worn or loose pedal linkage 1. Replace or tighten

2. Excessive backlash in power train 2. Adjust or replace worn parts

3. Warped driven disc 3. Install new disc assembly

4. Worn hub spines 4. Install new disc assembly

5. Worn splines on input shaft 5. Replace shaft

6. Improper facing material 6. Install proper disc assembly

7. Loose cerametallic button facing 7. Install new disc assembly

8. Burned cerametallic button facing 8. Install new disc assembly

INSUFFICIENT RELEASE

1. Broken or loose engine mounts 1. Replace or tighten

2. Worn or loose pedal linkage 2. Replace or tighten

3. Excessive idle speed 3. Adjust to factory specification

4. Loose or worn facing 4. Install new disc assembly

5. Improper facing material 5. Install proper disc assembly

6. Warped or bent driven disc 6. Install new disc

7. Worn hub splines 7. Replace with new disc assembly

8. Worn or rusty splines on input shaft 8. Clean or replace

9. Worn pilot bearing 9. Replace

10. Worn or misaligned drive pins 10. Replace or re-align

11. Insufficient release bearing travel 11. Repair or replace linkage

HARD PEDAL

1. Worn pedal linkage 1. Replace with new linkage

2. Worn cross shaft, cross shaft bushing or yoke 2. Replace with new cross shaft, bushing or yoke

3. Binding in pedal linkage (Rod or cable) 3. Lubricate, adjust or replace

4. Excessive spring pressure in cover assembly 4. Install proper cover assembly

5. Contact pad of release bearing assembly worn by 5. Replace release bearing assembly and release yoke.

release yoke. Also check for proper alignment to provide best linkage

operating positions.

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SERVICE PROBLEMS AND SOLUTIONS

________________________________________________________________________________

PROBLEM / SOLUTION

SLIPPAGE

1. Oil or grease on facing 1. Install new disc assembly and correct oil leak

2. Loose or worn facings 2. Install new disc assembly

3. Flywheel burned, checked, cracked or dished 3. Replace or regrind to manufacturer's specifications

4. Insufficient plate pressure 4. Install new cover assembly

5. Binding in pedal linkage 5. Lubricate and adjust

6. Improper facing material 6. Use correct facing or replace disc assembly.

7. Incorrect flywheel depth 7. Grind flywheel to manufacturer's specifications or replace.

8. Incorrect disc thickness 8. Install new disc assembly.

VIBRATION

1. All or part of power train out of balance 1. Check each unit individually and recheck as a complete

assembly

2. One or more units in power train out of balance 2. Replace faulty component

3. Worn spline shaft 3. Replace

4. Worn crankshaft bearings 4. Replace

5. Worn drive pins or slots 5. Replace drive pin, flywheel and, or intermediate plate

6. Worn or loose engine mounts 6. Replace or tighten

7. Loose or out of balance universal joints 7. Tighten or replace, check for balance

8. Clutch out of balance 8. Install balanced unit

9. Worn disc splines 9. Replace disc assembly

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COMMON SERVICE PROBLEMS

________________________________________________________________________________

RELEASE BEARING ASSEMBLY WEAR PADS

It is good policy to always inspect the release bearing assembly wear pads. Uneven contact or wear

would indicate release yoke, cross haft or cross shaft bushing wear.

BURNED FACING

Overheating and consequential damage can be created by clutch slippage, whether it be by a driver

“riding” the clutch, incorrect clutch adjustment or by the driver that is making 2nd or 3

rd gear starts.

Always try to keep the clutch slip cycles as short as possible. This means 1st gear starts, and keeping

the left leg from resting on the clutch pedal.

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SPLINE WEAR

Accelerated spline wear is caused by engine or driveline torsional vibration. Engine and driveline

vibration increases as the vehicle gets older. This is due to driveline component wear and decreasing

engine performance.

IRREGULAR FACING CONTACT

In most cases this wear pattern is caused by a flywheel or pressure plate that is not flat. Each time

the clutch assembly is replaced, the flywheel should be checked for taper.

DAMPENER FAILURE

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A broken dampener spring or dampener centre that has failed is the result of severe torsional

vibration, shock loading or incorrect disc assemblies for a particular engine application.

HUB OR DAMPENER CONTACTING THE RELEASE BEARING ASSEMBLY

This problem can be solved by adjusting the clutch properly. The correct adjustment (release bearing

clearance gap) on a pull type clutch is ½” (13mm) gap between the release bearing assembly and the

clutch brake.

Note: Transmissions with a sprung-type front end, the release travel is a set at 7/16” (11mm).

CERAMIC BUTTON FLAKE

This type of failure is the result of severe heat caused by excessive clutch slippage.

WORN TRANSMISSION INPUT SHAFT

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This photo shows a transmission input shaft with severe spline wear. In order for the clutch to

operate properly, the disc assemblies must float (slide) freely on the transmission input shaft. Rust,

burrs or wear will restrict the disc movement causing clutch drag, vehicle creep and gear clash.

THROWN FACING (Dynamic burst)

This failure is caused by rotating the disc assembly at very high rpm’s while the clutch is disengaged.

For example, coasting down a hill or a loading ramp, in gear, with the clutch disengaged. The

transmission multiplies the rotational speed of the rear wheels, subjecting the transmission input shaft

and the driven disc to rotational speeds that may exceed 10,000rpm.

BROKEN DISC ASSMEBLY

Fractured or cracked disc assemblies are caused by misalignment of the input shaft of the

transmission to the flywheel friction face and engine crankshaft.

INTERMEDIATE PLATE POUND OUT

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Whether the pound out is in the lug or the slots the cause is the same – engine and/or driveline

torsional vibration. Before you install a new clutch assembly, always verify that the clearance between

the intermediate plate drive slot or lugs and the flywheel is between 0.006” and 0.014” (0.15mm and

0.36mm).

BRAKE TANG FAILURE

The normal cause for tang failure is either driveline and engine torsional vibration or misuse of the

clutch brake.

RELEASE LINKAGE

Worn cross shafts cross shaft bushings or cross shaft yokes can cause clutch drag, gear clash and

vehicle creep. Inspect the linkage components carefully and replace them if there are any signs of

wear.

HEAT CHECKED/CRACKED INTERMEDIATE PLATE

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The heat generated by clutch engagement and disengagement has various effects on the

intermediate plate. In the normal day-to-day operation where the slip cycles are short, the effect on

the intermediate plate will be merely hot spots. As the slip cycle increases in time, so does the heat.

The effect on the intermediate plate will be “metal flow” then “heat check” (cracks) and eventually, if

the heat is severe enough, the intermediate plate will fracture (break).

HEAT CHECKED/CRACKED PRESSURE PLATE

Pressure plates, like intermediate plates, are subject to a great deal of heat during clutch engagement

and disengagement. In normal operation, hot spots will appear; however in severe applications where

the clutch is allowed to slip excessively, the pressure plate will show signs of burning, scoring, heat

checks, cracks and metal flow. If the heat generated by clutch slippage is severe enough, the

pressure plate will actually fracture.

TAPERED OR DISHED FLYWHEELS

Tapered or dished flywheels prevent the disc assembly from riding flat on the flywheel friction face

causing the clutch torque capacity to drop and consequently requiring frequent pedal adjustment. In

addition, if a ceramic button disc assembly is used in conjunction with a tapered or dished flywheel,

the engagement may be aggressive.

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FLYWHEEL POT DEPTH

Always ensure the flywheel pot depth is within specifications. A flywheel that is too deep may cause

premature clutch slippage, while a flywheel that is too shallow could cause a clutch to drag, making

the transmission hard to shift.

DAMPENER CENTRE OR HUB CONTACTING PILOT BEARING OR CRANKSHAFT BOLTS

An over-machined flywheel causes the dampener or hub to contact or hit the flywheel mounting bolts

or pilot bearing. To prevent this a minimum clearance gap of 5/16” (8mm) must be maintained between

the flywheel friction face and the flywheel mounting bolts.

HEAT CHECKED FLYWHEEL

Heat checks and cracks act like razor blades and shave off facing material every time the clutch is

engaged and disengaged.

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FLYWHEELS

In order to achieve maximum performance and longevity from your LIPE Clutch Assembly, we

strongly suggest that the flywheel be restored to original condition by machining or replacement.

INTERMEDIATE PLATE HANG UP

Drive pin misalignment is one of the most common problems when installing 14-2LP clutch. This fault

results in Intermediate Plate Hang up causing clutch drag. Worn or damaged drive pins should be

replaced when a replacement clutch is installed.

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LIPE TOOLS

________________________________________________________________________________

TCT-001

TCT-003

TCT-013

TCT-014, TCT-015, TCT-L0996 & TCT-016

TOOL NO. DESCRIPTION

TCT-1 Drive Pin Alignment Tool

TCT-3 Flywheel Depth Gauge

TCT-13 Clutch Adjusting Bar

TCT-14 Clutch Disc Alignment Tool, 1 ½” X 10 Spline TCT-15 TCT-L0996

Clutch Disc Alignment Tool, 1 ¾” X 10 Spline Clutch Disc Alignment Tool, 1 ¾” X 10 Spline, 25mm end

TCT-16 Clutch Disc Alignment Tool, 2” X 10 Spline

Lipe Clutch Installation Service Manual

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Transcript of Lipe Clutch Installation Service Manual