DODGE TRUCK 1993 Service Repair Manual

5
- 64
BRAKES

•
Fig.
10
Checking
CHECKING SPEED SENSOR
AIR GAP (1) Remove sensor from differential.
(2) Measure and record distance from underside of
sensor flange to end of sensor pole piece (Fig. 10).
Distance should be 27.17 to 27.43 mm (1.07 to 1.08

in.).
This measurement represents dimension B.
(3) Measure distance between sensor mounting
surface of differential case and teeth at top of exciter
ring (Fig. 10). Distance should be 27.56 to 28.45 mm (1.085 to 1.12 in,). This distance represents dimen­
sion A.
(4) Subtract dimension B from dimension A to de­
termine sensor air gap which is dimension C (Fig.
10).
(5) Air gap should be minimum of 0.12 mm (0.005
in.) and a maximum of 1.27 mm (0.050 in.). (6) If air gap is not within stated limits, proceed
as follows: (a) Replace sensor if dimension B is not within
limits specified in step (2). (b) Replace exciter wheel or repair differential if
dimension A is not within limits specified in step
(3).
(c) Replace sensor and exciter wheel if both com­
ponents are out of tolerance.

SPEED
SENSOR REPLACEMENT
SENSOR
REMOVAL
(1) Raise vehicle on hoist.
(2) Remove bolt securing sensor to differential
housing.
(3) Remove sensor shield and sensor from differen­
tial housing. (4) Disconnect sensor wiring and remove sensor.

SENSOR
INSTALLATION
(1) Connect wires to sensor. Be sure seal is se­
curely in place between sensor and wiring con­
nector. (2) Install O-ring on sensor (if removed). (3) Insert sensor in differential housing.
SENSOR
FLANGE
DIMENSION A

-
DIMENSION
B
DIMENSION C

SENSOR
POLE
PIECE
8905-34

Sensor
Air Gap (4) Install sensor shield.
(5) Install and tighten sensor attaching bolt to
19-29 Nnn (170-230 in. lbs.).
(6) Lower vehicle.

ELECTRONIC CONTROL MODULE REPLACEMENT
The RWAL control module is at the passenger side
of the vehicle. On models with A/C, the module is at­
tached to the dash panel near the defroster duct and
resistor board (Fig. 11). To remove the module, remove the attaching
screws, disconnect the module harness connector and
remove the module. After installing the new module,
tighten the module attaching screws to 2.3 N»m (21 in. lbs.) torque.
Fig.
11
Anti-Lock
Control
Module
Mounting

•

SPECIFICATIONS
BRAKES
5 - 65
Description
Torque Description
Torque
Brake Booster Mounting Nuts 25 N«m (220 in. lbs.)
Brakeline/Brake Hose Fittings: 3/8 or 7/16 13-20 Nrn
(115-175
in. lbs.) 1/2 or 9/16 15-23 N«m
(140-200
in. lbs.)
Brake Pedal Shaft Retainer Screw 4 Ntn (35 in. lbs.)
Caliper Adapter Mounting
Bolts:
D150/250
149 N«m (110 ft. lbs.)

W150/250
203 N«m (150 ft. lbs.)
D250/350
(heavy
duty)
216 Nrn (160 ft. lbs.)

W250/350
216 N»m (160 ft. lbs.)
Caliper-To-Brake Hose
Fitting
Bolt 48 N«m (35 ft. lbs.)
Caliper Retainer and Anti-Rattle Spring Screw 25 N«m (200 in. lbs.)
Caliper Retainer Screw (keylock
type)
20 N«m (15 ft. lbs.)
Master Cylinder Mounting Nuts 19-26 N«m
(170-230
in. lbs.)
RWAL
Valve Bolts/Nuts
22-34
Nrn
(16-25
ft. lbs.)
Rear Brake Support Plate

Bolts/Nuts:

7/16 101 N»m (75 ft. lbs.)
1/2 115 N«m (85 ft. lbs.)
Rear Brake Support Plate Retainer Nut:
8-3/8
axle
44 N«m (33 ft. lbs.)
9-1/4
axle
47 N-m (35 ft. lbs.) model
60/70
axle
115 N-m (85 ft. lbs.)

Wheel
Cylinder Mounting Bolts 15-25 N«m
(130-230
in. lbs.)

Wheel
Lug Nuts: 8-3/8
axle
142 N»m (105 ft. lbs.)
9-1/4
axle
142 Nrn (105 ft. lbs.) model
60/70
axle
coned nut 281 N«m (200 ft. lbs.)
model
60/70
flanged
5/8-18
nut. . 441 Nrn (325 ft. lbs.)
model
60/70
flanged 1-1/8 nut . . 644 Nrn (475 ft. lbs.)
J9205-44

TORQUE
SPECIFICATIONS

CLUTCH
6 - 1

CLUTCH

CONTENTS
page

CLUTCH
DIAGNOSIS
2

CLUTCH
COMPONENTS

MECHANICAL COMPONENTS
The clutch mechanism
in
AD
models with
a gas or

diesel engine consists
of a
single, dry-type clutch disc and
a
diaphragm style clutch cover.
A
hydraulic
linkage
is
used
to
engage/disengage
the
clutch disc
and cover.
The transmission input shaft
is
supported
in the

crankshaft
by a
bearing.
A
sleeve type release bear­
ing
is
used
to
operate
the
clutch cover pressure plate.
The release bearing
is
operated
by a
release fork
in

the clutch housing.
The
fork pivots
on a
ball stud
mounted inside
the
housing.
The
release fork
is
actu­ ated
by a
hydraulic slave cylinder mounted
in the

housing.
The
slave cylinder
is
operated
by a
clutch master cylinder mounted
on the
dash panel.
The
cyl­
inder push
rod is
connected
to the
clutch pedal.
The clutch disc
has
cushion springs
in the
disc
hub.

The clutch disc facing
is
riveted
to the hub. The
fac­ ing
is
made from
a
non-asbestos material.
The
clutch
cover pressure plate
is a
diaphragm type with
a one-

piece spring
and
multiple release fingers.
The
pres­ sure plate release fingers
are
preset during
manufacture
and are not
adjustable.
A
265 mm
clutch disc
and
cover
are
used
in
models
with
a 3.9L
engine.
A 280 mm
clutch disc
and
cover are used
in
models with
a 5.2L, or
5.9L engine.
A
330 mm
clutch disc
and
cover
are
used
in
models
equipped with
the
optional
5.9L
Cummins diesel
en­

gine.
Some diesel models
are
also equipped with
a

clutch pedal interlock switch.
The
switch
is in
circuit
with
the
starter relay
and is
actuated
by the
clutch
pedal
and
push
rod. The
clutch pedal must
be
fully depressed
in
order
to
start
the
engine.

HYDRAULIC LINKAGE COMPONENTS
The hydraulic linkage consists
of a
remote reser­
voir, clutch master cylinder, clutch slave cylinder and interconnecting fluid lines.
The clutch master cylinder
is
connected
to the

clutch pedal
and the
slave cylinder
is
connected
to

the clutch release fork.
The
master cylinder
is
mounted
on the
drivers' side
of the
dash panel adja­
cent
to the
brake master cylinder.
page

CLUTCH
SERVICE
11

CLUTCH LINKAGE FLUID
The clutch fluid reservoir, master cylinder, slave
cylinder
and
fluid lines
are
prefilled with fluid
at the

factory during assembly operations. The hydraulic system should
not
require additional
fluid under normal circumstances.
In
fact,
the
reser­
voir fluid level will actually increase
as
normal clutch wear occurs.
For
this reason,
it is
impor­
tant
to
avoid overfilling,
or
removing fluid from
the reservoir. If inspection
or
diagnosis indicates additional fluid
may
be
needed,
use
Mopar brake fluid,
or an
equiv­
alent meeting
SAE and DOT
standards J1703
and

DOT
3. Do not use any
other type
of
fluid.

CLUTCH
COMPONENT LUBRICATION
Proper clutch component lubrication
is
important
to satisfactory operation.
The
correct lubricant
and
not overlubricating
are
equally important. Apply rec­
ommended lubricant sparingly
to
avoid disc
and
pres­ sure plate contamination. Clutch
and
transmission components requiring
lu­

brication
are:
• pilot bearing
• release lever pivot ball stud
• release lever contact surfaces
• clutch disc
hub
splines
• clutch pedal pivot shaft bore
• clutch pedal bushings
• input shaft splines
• input shaft pilot
hub

• transmission front bearing retainer slide surface Do
not
apply grease
to any
part
of the
clutch
cover,
or
disc.

RECOMMENDED LUBRICANTS
Use Mopar multi-purpose grease
for the
clutch
pedal bushings
and
pivot shaft.
Use
Mopar high tem­
perature grease
(or
equivalent)
for all
other lubrica­
tion requirements. Apply recommended amounts
and
do
not
over lubricate.

6
- 2
CLUTCH

•
CLUTCH DIAGNOSIS
INDEX

page

Clutch Problem
Causes
, 2
General
Diagnosis
Information
2

GENERAL
DIAGNOSIS INFORMATION
Unless the cause of a clutch problem is obvious, a
road test and component inspection will be required
for accurate diagnosis. A road test will help determine the type of fault
while component inspection will identify the problem component. During a road test, drive the vehicle at normal
speeds. Shift the transmission through all gear
ranges and observe clutch action. If chatter, grab, slip, or improper release is experi­
enced, remove and inspect the clutch components.
However, if the problem is noise or hard shifting,
further diagnosis is needed. The transmission or an­
other driveline component may actually be at fault. Careful observation during a road test will help
narrow the problem area.

CLUTCH PROBLEM
CAUSES
CONTAMINATION Fluid contamination is one of the more common
causes of clutch malfunctions. Oil, water, or clutch
fluid on the clutch contact surfaces will result in
faulty operation. The usual result is chatter, slip, or
grab.

During inspection, note if any components are con­
taminated with oil, hydraulic fluid, or water/road splash.
Oil contamination indicates a leak at either the
rear main seal or transmission input shaft.
Oil leakage produces a residue of oil on the hous­
ing interior and on the clutch cover and flywheel.
Heat buildup caused by slippage between the cover,
disc and flywheel, can sometimes bake the oil residue
onto the components. The glaze-like residue ranges
in color from amber to black.
Road splash contamination means dirt and water
are entering the clutch housing due to loose bolts,
housing cracks, vent openings, or through the slave
cylinder opening. Driving through deep water pud­
dles can force water/road splash into the housing
through such openings.
An additional problem caused by water contamina­
tion and especially by steam cleaning, involves
clutch disc sticking and poor release. Water and steam vapors can be absorbed by the
clutch facing material. If the vehicle sits idle for long
page

Inspection
and
Diagnosis
Charts 5
periods after water contamination, the force exerted
by the pressure plate may cause the disc to bond it­ self to the flywheel or pressure plate.
Frequently, the only remedy for the above condi­
tion is component replacement. To avoid this prob­
lem, a vehicle should be driven as soon as possible to
heat and dry the clutch components.
Clutch fluid leaks are from a loose or damaged
slave cylinder line or connection. However, clutch
fluid leaks will usually be noted and corrected before severe contamination occurs.

CLUTCH MISALIGNMENT
Clutch components must be in proper alignment
with the crankshaft and transmission input shaft.
Misalignment caused by excessive runout or warpage of any clutch component will cause grab, chatter and improper clutch release.
Flywheel
Runout
Common causes of runout are heat warping, im­
proper machining, mounting the flywheel on a dirty crankshaft flange, incorrect bolt tightening, or im­
proper seating on the crankshaft flange shoulder.
Very light scratches or surface roughness on the
flywheel face can be cleaned up by scuff sanding with 180 grit emery cloth. However, if the surface is
warped or severely scored, replace the flywheel.
Do not machine the flywheel. The flywheel
face is manufactured with a unique surface con­
tour. Machining would negate this feature and could result in unsatisfactory operation.
Clean the crankshaft flange before mounting the
flywheel. Dirt and grease on the flange surface may cock the flywheel causing runout.
Use new bolts when remounting a flywheel and se­
cure the bolts with Mopar Lock And Seal, or Loctite

242.
Tighten flywheel bolts to specified torque only.
Overtightening could distort the flywheel hub caus­
ing runout.

Clutch
Cover
And Disc
Runout
Check the clutch disc before installation. Axial
(face) runout of a new disc should not exceed 0.5 mm
(0.020 in.). Measure runout about 6 mm (1/4 in.)
from the outer edge of the disc facing. Obtain an­ other disc if runout is excessive.

•

CLUTCH
6 - 3 Check condition of the clutch before installation. A
warped cover or diaphragm spring will cause grab and incomplete release or engagement.
Be careful when handling the cover and disc. Im­
pact can distort the cover, diaphragm spring, release
fingers and the hub of the clutch disc.
Use an alignment tool when positioning the disc on
the flywheel. The tool prevents accidental misalign­ ment which could result in cover distortion and disc
damage.
A frequent cause of clutch cover distortion (and
consequent misalignment) is improper bolt tighten­
ing. To avoid warping the cover, tighten the bolts al­
ternately (in a diagonal pattern) and evenly (2-3
threads at a time) to specified torque.
Clutch
Housing
Misalignment And Runout Clutch housing alignment is important to proper
operation. The housing bore maintains alignment be­
tween the crankshaft and transmission input shaft.
Misalignment can cause noise, incomplete clutch
release and chatter. It can also result in premature
wear of the pilot bearing, cover release fingers and
clutch disc. In severe cases, misalignment can also cause premature wear of the transmission input
shaft and bearing.
Housing face misalignment is generally caused by
incorrect seating on the engine or transmission, loose
housing bolts, missing alignment dowels or housing damage. Infrequently, misalignment may also be
caused by housing mounting surfaces that are not
parallel. If housing misalignment is suspected, housing bore
and face runout can be checked with a dial indicator
as described in the following two procedures:

MEASURING
CLUTCH HOUSING BORE
RUNOUT
(1) Remove the clutch housing and strut.
(2) Remove the clutch cover and disc.
(3) Replace one of the flywheel bolts with a 7/16-20
threaded rod that is 10 in. (25.4 cm) long (Fig. 1).
The rod will be used to mount the dial indicator.
(4) Remove the release fork from the clutch hous­
ing. (5) Reinstall the clutch housing. Tighten the hous­
ing bolts nearest the alignment dowels first. (6) Mount the dial indicator on the threaded rod
and position the indicator plunger on the surface of
the clutch housing bore (Fig. 2).
(7) Rotate the crankshaft until the indicator
plunger is at the top center of the housing bore. Zero the indicator at this point.
(8) Rotate the crankshaft and record the indicator
readings at eight points (45° apart) around the bore (Fig. 3). Repeat the measurement at least twice for
accuracy. (9) Subtract each reading from the one 180° oppo­
site to determine magnitude and direction of runout.
Refer to Figure 3 and following example.
Bore runout example: 0.000 - (-0.007) = 0.007 in. + 0.002 - (-0.010) = 0.012 in.
+ 0.004 - (-0.005) = 0.009 in.
-0.001 -
(
+ 0.001) = -0.002 in. (= 0.002 inch)
In the above example, the largest difference is
0.012 in. and is called the total indicator reading
(TIR).
This means that the housing bore is offset
from the crankshaft centerline by 0.006 in. (which is 1/2 of 0.012 in.).
On gas engines, the acceptable maximum TIR for
housing bore runout is 0.010 inch. If measured TIR is more than 0.010 in. (as in the example), bore runout
will have to be corrected with offset dowels. Offset dowels are available in 0.007, 0.014 and 0.021 in.
sizes for this purpose (Fig. 4). Refer to Correcting
Housing Bore Runout for dowel installation.
On diesel engines, the acceptable maximum
TIR for housing bore runout is 0.015 inch. How­
ever, unlike gas engines, offset dowels are not available to correct runout on diesel engines. If
bore runout exceeds the stated maximum on a diesel engine, it may be necessary to replace ei­
ther the clutch housing, or transmission adapter
plate.

CORRECTING CLUTCH HOUSING BORE
RUNOUT
(GAS
ENGINE
ONLY)
On gas engine vehicles, clutch housing bore runout
is corrected with offset dowels. However, if bore
runout exceeds 0.015 in. TIR on a diesel equipped model, the clutch housing, or transmission adapter
plate may have to be replaced. Offset dowels are not available for diesel models.
The dial indicator reads positive when the plunger
moves inward (toward indicator) and negative when it moves outward (away from indicator). As a result,
the lowest or most negative reading determines the
direction of housing bore offset (runout).
In the sample readings shown in Figure 3 and in
step (7) above, the bore is offset toward the 0.010
inch reading. To correct this, remove the housing and
original dowels. Then install the new offset dowels in
the direction needed to center the bore with the crankshaft centerline.
In the example, TIR was 0.012 inch. The dowels
needed for correction would have an offset of 0.007
in. (Fig. 4).
Install the dowels with the slotted side facing out
so they can be turned with a screwdriver. Then in­
stall the housing, remount the dial indicator and
check bore runout again. Rotate the dowels until the
TIR is less than 0.010 in. if necessary.
If a TIR of 0.053 in. or greater is encountered, it
may be necessary to replace the clutch housing.

e - 4
CLUTCH

•
7/16 - 20
THREAD
NUT
10 INCHES LONG J9006-25

CLUTCH
HOUSING

BORE
J9006-26

Fig.
2 Checking Clutch Housing Bore Runout
.000
CLUTCH
HOUSING

qroe {Smm READINGS) J9006-27

Fig.
3
Housing
Bore Measurement Points And Sample Readings
MEASURING
CLUTCH
HOUSING FACE
RUNOUT (GAS AND DIESEL ENGINES) (1) Reposition the dial indicator plunger on the
housing face (Fig. 5). Place the indicator plunger at
the rim of the housing bore as shown.
(2) Rotate the crankshaft until the indicator
plunger is at the 10 O'clock position on the bore.
Then zero the dial indicator.
SLOT SHOWS DIRECTION OFFSET
DOWEL
DOWEL SELECTION
TIR
VALUE OFFSET DOWEL

REQUIRED
0.011
-0.021
inch
0.007
inch

0.022
-
0.035
inch
0.014
inch

0.036
-
0.052
inch
0.021
inch

J9206-7
Fig.
4
Housing
Bore
Alignment
Dowel
Selection

(3)
Measure and record face runout at four points
90° apart around the housing face (Fig. 6). Perform
the measurement at least twice for accuracy.

(4)
Subtract the lowest reading from the highest to
determine total runout. As an example, refer to the
sample readings shown in Figure 6. If the low read­
ing was minus
0.004
in. and the highest reading was
plus
0.009
in., total runout is actually
0.013
inch.

(5)
Total allowable face runout is 0.010 inch. If
runout exceeds this figure, runout will have to be
corrected. Refer to Correcting Clutch Housing Face
Runout.

CORRECTING CLUTCH HOUSING FACE
RUNOUT

Housing face runout, on gas or diesel engines, can
be corrected by installing shims between the clutch
housing and transmission (Fig. 7). The shims can be made from shim stock or similar materials of the re­
quired thickness.
As an example, assume that face runout is the
same as shown in Figure 6 and in step (4) above. In
this case, three shims will be needed. Shim thick­
nesses should be
0.009
in. (at the
0.000
corner),
0.012
in. (at the
-0.003
corner) and
0.013
in. (at the
-0.004

corner).
After installing the clutch assembly and housing,
tighten the housing bolts nearest the alignment dow­ els first.
Clutch housing preferred bolt torques are:
• 41 N-m (30 ft. lbs.) for 3/8 in. diameter bolts
• 68 Nnn (50 ft. lbs.) for 7/16 in. diameter bolts
• 47 Nth (35 ft. lbs.) for diesel clutch housing bolts During final transmission installation, install the
shims between the clutch housing and transmission at the appropriate bolt locations.

•

CLUTCH
6 - 5

INDICATOR
PLUNGER
DIAL INDICATOR
CLUTCH
HOUSING
FACE

INDICATOR MOUNTING
„
STUD OR ROD
J9006-29

Fig.
5
Measuring
Clutch
Housing
Face
Runout

+
.009 CLUTCH
HOUSING
FACE

CIRCLE

(AT RIM
OF BORE)
,004

(SAMPLE
READINGS)
J9006-30

Fig.
6
Housing
Face Measurement
Points
And

Sample
Readings

INSTALLATION
METHODS
AND
PARTS
USAGE

Distortion of clutch components during installation
and the use of non-standard components are addi­
tional causes of clutch malfunction.
Improper clutch cover bolt tightening can distort
the cover. The usual result is clutch grab, chatter
CUT/DRILL
BOLT
HOLE
TO SIZE SHIM

STOCK

MAKE
SHIM
1-INCH

DIAMETER
J9006-31

Fig.
7
Housing
Face
Alignment
Shims

and rapid wear. Tighten the cover bolts as described
in the Clutch Service section.
Improperly seated flywheels and clutch housings
are other causes of clutch failure. Improper seating
will produce misalignment and subsequent clutch problems.
Tighten the clutch housing bolts to proper torque
before installing any struts. Also be sure the align­ ment dowels are in place and seated in the block and
housing beforehand.
The use of non-standard or low quality parts can
also lead to problems and wear. Use the recom­
mended factory quality parts to avoid comebacks.

INSPECTION AND DIAGNOSIS CHARTS
The clutch inspection chart (Fig. 8) outlines items
to be checked before and during clutch installation. Use the chart as a check list to help avoid overlook­ing potential problem sources during service opera­

tions.
The diagnosis charts describe common clutch prob­

lems,
causes and correction. Fault conditions are
listed at the top of each chart. Conditions, causes and
corrective action are outlined in the indicated col­

umns.
The charts are provided as a convenient reference
when diagnosing faulty clutch operation.

6 - 6
CLUTCH

1
Check
clutch
housing bolts.
Tighten
if loose. Be sure

housing
is
fully
seated on engine block.
2 Check
flywheel
condition.
Scuff sand
flywheel
face
to remove glaze. Clean surface
with
a wax and

grease
remover afterward. Replace
flywheel
if
severely scored, worn or cracked. Secure
flywheel

with
new bolts (if removed). Do not reuse old bolts.
Use
Lock and Seal on bolts.

3
Tighten clutch cover bolts 2-3 threads at a
time,
alter­
nately and evenly (in a diagonal
pattern)
to specified
torque. Failure to do so could warp the cover.
4 Check release fork. Replace fork if distorted or worn. Make sure ball stud and release bearing contact sur­

faces
are lubricated.

5
Check release fork pivot. Be sure pivot is tight and ball end is lubricated.
6 Transmission input
shaft
bearing
will
cause noise,
chatter,
or improper release if
damaged.
Check
con­

dition before installing transmission.
7 Inspect release bearing slide surface of trans,
front
bearing
retainer.
Surface should be smooth,
free
of

nicks,
scores.
Replace
retainer
if
necessary.
Lubricate slide surface before installing release bearing. 8 Check input shaft seal if clutch cover and
disc
were

oil covered. Replace seal if worn, or cut.
9 Do not replace release bearing
unless
actually
faulty.
Replace bearing only if seized, noisy, or damaged.
10 Check clutch cover diaphragm spring and release
fingers.
Replace cover if spring or fingers are bent, warped, broken, cracked. Do not tamper
with
fac­

tory
clutch spring setting. Clutch problems
will
result.
11 Check condition of clutch cover. Replace clutch cover if
plate
surface is deeply scored, warped, worn, or
cracked. Be sure cover is correct size and properly
aligned on
disc
and flywheel.
12 Inspect clutch
housing.
Be sure alignment dowels are in position and bolts are tight. Replace housing if
cracked, or damaged. If clutch problems ocurred,
check runout, to be sure housing is square
with

flywheel
and transmission input shaft.
13
Verify
that
housing
alignment dowels are in position before installing
housing.

14 Clean engine block surface before installing clutch
housing.
Dirt, grime can produce misalignment.
15 Make sure side of clutch
disc
marked
"flywheel
side"
is
toward flywheel.
16 Check
rear
main seal if clutch
disc
and cover
were
oil covered. Replace seal if necessary.
17 Check crankshaft flange (if
flywheel
is removed). Be sure flange is clean and
flywheel
bolt threads are
in
good
condition.
18 Check pilot bearing. Replace bearing if dam­
aged.
Lube
with
high temp. Grease before in­
stallation.
19 Check transmission input shaft. Clutch
disc
must slide
freely
on shaft splines. Lightly grease

splines
before installation. Replace shaft if

splines
or pilot bearing hub are damaged.
20 Check
flywheel
bolt torque. If bolts are loose, replace them. Use Mopar Lock and Seal to secure
new bolts.
21 Check clutch
disc
facing. Replace
disc
if facing is charred, scored, flaking off, or worn.
Also
check runout of new
disc.
Runout should not ex­
ceed 0.5 mm (0.02 in.).

J9206-9

Fig. 8 Clutch Inspection Points

CLUTCH
6 - 7
CLUTCH
SLIPS

Condition
Found
Cause
Correction

1.
Disc
facing
worn
out. a) Normal wear.
b) Driver
frequently
"rides"
(slips)
clutch. Results in rapid
wear overheating.
c) Insufficient clutch cover diaphragm spring tension. Replace clutch
disc.
Also
replace
cover if spring is weak or pressure
plate
surface is damaged.
2. Clutch disc facing contaminated
with
oil, grease,
or clutch fluid. a) Leak at
rear
main seal or at

transmission
input shaft seal.
b) Excessive amount of grease applied to input shaft splines.
c) Road
splash,
water
entering
housing.

d) Slave cylinder leaking. a), b), c), d) Replace leaking

seals.
Apply
less
grease to
input shaft splines. Replace
clutch disc (do not clean and reuse). Clean clutch cover and
reuse only if cover is in good
condition. Replace slave
cylinder if leaking.
3. Clutch is running
partially
disengaged.
Release
bearing sticking-binding.

Does
not
return
to normal running

position.
Verify
that
bearing is actually

binding,
then
replace bearing and

transmission
front
bearing
retainer
if sleeve surface is damaged.
4. Flywheel height incorrect. Flywheel surface improperly
machined. Too much stock removed
or surface is tapered. Replace flywheel.
5. Wrong disc or pressure
plate
installed. Incorrect parts order or model
number. Replace
with
correct parts.
Compare old and new parts before installation.
6. Clutch
disc,
cover and/or diaphragm spring, warped,
distorted. a)
Rough
handling (impact) bent
cover, spring, or
disc.

b) Incorrect bolt tightening sequence and method caused
warped cover. Install new disc or cover as needed.
Follow installation/tightening
instructions.
7. Facing on
flywheel
side of disc torn,
gouged,
worn. Flywheel surface scored and nicked.

Reduce
scores and nicks by sanding
or surface grinding. Replace

flywheel
if scores-nicks are deeper
than
.002-.004
inch.
8. Clutch disc facing burnt (charred). Flywheel and cover
pressure
plate
surfaces heavily

glazed.
a) Frequent operation under high

loads
or hard acceleration

conditions.

b) Driver
frequently
"rides"
(slips)
clutch. Results in rapid
wear and overheating of disc and cover.
Scuff
sand flywheel. Replace clutch
cover and
disc.
Alert driver to problem cause.
J9006-21