clutch SKODA 120 LS 1980 Workshop Manual

Lifting
the cor with o
Power iock -
When
r-rsing o service
Power iock, let the
cor rest on
the points
shown in Fi1.1.412.
To tow the cor, hook the towing rope on
to
the brocket under
the cor nose. Threod the pin
through the loop of the rope
ond the brocket
lugs ond secure the pin
with o cotter pin (both
thL pin
ond the cotter pin
ore included in the
cor occessories).
1.5 SPARE WHEEL
AND FUEL TANK
Spore wheel -
After having opened the
lug-
goge boot lid, pull the hondle of the spore
wheel corrier releose
rod.
The corrier is
re-
leosed ond swings
down (speciol equipment of
the cor includes
o sofety lotch behind the
bumper which hos to be pushecl
oside to
releose the corrier
) . After
hoving closed the corrier (by
lifting it),
push the releose lever under
the bumper to the
right os for os it will go.
Fuel tonk -
The filler neck with cop is in the
reor on the right-hond
side of the cor- lt con
be locked ond unlocked by meons of
the re'
spective key.
1.6 STARTING THE
ENGINE AND CHECKING
ITS CORRECT RUNNING
1. Moke sure thot the geor
lever is in its
neutrol position,
switch on the ignition (pos-
ition I on the switch box) ond wotch the
coming on of the oil pressure ond chorging
worning lights, i.
e. check the function of the
olternotor -
see the informotion in porogroph
4.
Prepore the engine
to its temperoture:
- Storting from cold in
the occelerotor pedol
- Storting from cold in
the occelerotor pedol
choke for
storting occording
winter -
do not touch
ond use the full choke
summer -
do not touch
ond use only holf of the
Fig. 1.5/1 Hondle ot
Rod (f ronr obove )Spcre
Wheel Lock
crnrl Safety Lotch -
Storting o wormed-up engine -
depress the
occelerotor pedol
slowly to tlre
toe-boord, do
not touch the choke
2. Depress the clutch pedol
(odvisoble
in
summer, necessory in
winter) ond stort
the
engine by turning the ignition key to position
ll.
Let go
of the key os soon os the engine fires
ond releose the occelerotor pedol
{if it hos
been
clepressed).
It the engine ,refuses
to fire, return the key
to the position "0"
ond rePeot the
storting
Pro-
cedure. lf the engine is wormed up, depress the
occelerotor pedol
to obout one third of its totol
trovel. lf the cold engine stolls even
ofter the
second ond third storting ottemPt, enrich the
storting mixture by quickly
depressing the
oc-
celerotor pedol
once or twice to holf of its
trovel during the next storting ottemPt.
Never let tlre storter motor run for more
thon
obout 5 seconds. Woit
some 5 seconds before
repeoting the storting.
Fuel is injected
by every quick
depression of
the occelerotor pedol
ond enriches the mixture
so thot it is difficult to ignite. lf the engine
is flooded, stort
it
with o fully depressed oc-
celerotor pedol.
3. Increose the engine speed corefully while
releosing the clutch pedol. lf the
engine shows
signs of stolling, depress
ogoin the clutch
pedol.
Relecse
L.ever
Fi.1.5t2 Fuel Tcrtrk Filler
Neck
16

ii
i ENGINE
Model
- for Skodo 105 S ond 105
L
- for Skodo 12o L
- for Skodo 120 LS
Type
Number of cylinders
Cylinder orrongement
Cooling
Swept volume
- Skodo 105 S ond 105 L
- Skodo 12O L ond
120 LS
Bore
- Skodo 105 S ond 105 L
- Skodo 120 L
ond 120 LS
Stroke
Compression rotio
- Skodo 105 S, 105 L ond 120 L
- Skodo 120 LS
Engine power
output to CSN ond DIN
- Skodo 105 S ond 105 L
- Skodo 12O L
- Skodo 120 LS
Moximum torque
- Skodo 105 S ond 105 L
- Skodo 120 L
- Skodo 120 LS
Fuel -
recommended octone number
- Skodo 105 S,
- Skodo 120 Ls
Corburettor type
Fuel lift pump
type
CLUTCH
Type
Control
GEARBOX
Type Speeds
Geor rotios -
1st-speed geor
2nd-speed geor
3rd-speed geor
4th-speed geor
reverse geor Skodo 742.10 Engine No/l
Skodo
742.12 Engine No/2
Skodo 742.12x Engine
No/9
four-stroke, spork-ignltion,
corburettor engine with overheod volves
4 in line
pump-circuloted ontifreeze,
thermostotic temperoture control
1,046 c. c.
1,174 c.c.
68 mm
72 mm
72 mm
8.5:1
9.5:1
33.9 kW (46
h. p.)
ot 4,800 r.
P. m.
38.3 kW (52
h. p.)
ot 5,(X)0 r. p.
m.
42.7 kW (58
h. p.)
ot 5,2(X) r. p.
m.
74.5 Nm ot 3,000 r.p.m.
85.2 Nm ot 3,000 r.p.m.
90.2 Nm ot 3,250 r.p.m.
90 minimum 95 minimumduol, twostoge, downdrought
nrodel JIKOV 32 EDSR
diophrogm pump, model
JIKOV MF
dry, single-plote, with direct
disengogement
hydroulic
with helicol
spur geas
4 forword ond 1 reverse, synchrolock on the
1st-, 2nd-,
3rd-, ond 4th-speed geors
3.8
2.12 1.41
0.96 3.27
105 L ond
12O L
18

Broke
fluid:
- clossificotion
- brond filled-in in the foctrY -
FUEL TANK
Locotion Fuel cleoning (filtrotion)
CHASSIS LUBRICATION
TyPe
ELECTRICAL EQUIPMENT
Eorthing
Roted voltoge
Service voltoge
lgnition
Storoge botterY .
Alternator PAL Magneteton
Voltoge regulotor
Distributor
lgnition coil
Storter motor
Sporking plugs -
see ChoPter 137
BODYWORK
Type Seoting copocity
Luggoge comportments, coPocitY
H e oter
FILLING CAPACITIES
Engine -
Skodo 105 S, 105 L
ond 120 L
Skodo 120 LS
Georbox ond
finol drive cose
Steering box
Broke system
ond clutch
Cooling system
Fuel tonk SAE J
1703C
SYNTOL HD
190
suspended under
floor boord of cor reor holf
stroiner in fuel tonk,
fuel filter, ond stroiner
in corburettor
self-lubricoting beori
ngs,
by greose nipples;
wheel
greose
negctive pole
12 volts
14 volts repocking
with greose
beorings pocked
with
bottery (coil)
type
type AKUMA 6N 37 -
12 volts, 37 ompere-hours
14V 35 amps 1976-79
1O5/12O
L
14V 42 amps 1979 on
1O5/12O
L
14V 42 amps 1976-79
120 LS
14V 55 amps 1979 on
120
LS
type PAL Mogneton, 14 volts
type PAL Mogneton
with centrifugol timing
device ond vocuum unit
type PAL Mogneton, 12
volts
type PAL Mogneton, 12
volts
0.66 kilowotts (0.9
h. p.)
oll-metol, closed, four'door,
chossisless body
5 occuponts
0.40 mi (0.28
rn: moin luggoge comPortment for
q lood of obout
0 kg, 0.12 mr interior luggoge
comportment for
o lood of obout 10 kg)
hot-woter heoter
with fon, fed with woter
from
the engine cooling sYstem
4 litres moximum -
2.5 litres minimum
of engine oil
4.6 litres moximum -
3 litres minimum
of engine oil
2.5 lities of geor
oil (2 litres when
chonging oil)
0.16 litres of gecrr oil (obout
0.25 litres when
topping up)
O.4A titres of broke f
luid (f
illing for tropicol
regions, etc. see ChoPter 16.2)
12.5 litres of
ontif'reeze
38 litres 1.8 Tt(
BC
1. Ap
von ized
out o sL
2.tti
Threo
ENGINE
Connecti
Nut of c
Nut of c
Nut of vr
Nut of fr
Nut of c
Nut of si Nut of c'
Cylinder Bolt of c
Flywheel
Bolt of cr
Oil sump
Oil sump
Droin plu
Bolt of ft
Bolt of oi
Socket ol
Oil pressr
Sporking
CLUTCH Connectir Generol
20 Bolt
foste

metre), ond the
relotion of 1
kpm :9.806
Nm is'
opplicoble. When opplied to tightening
torques
of bolts ond nuts, use the relotion
10 Nm :
: 1 kpm.
d) The unit of power (output) tW'
(wott)
reploces the former "h.p."
(horsepower) ond
the relotion
of t h. p.:
735.499 W is opplicoble.
For procticol purposes,
o multiple of kW (kilo-
wott :
1,000 wotts) is used, i. e., t h. p. :
:0.736 kW.
e) The
unit of pressure "Po"
(poscol) or, in
proctice, MPo (megoposcol :
1,000,000 poscols)
or kPo (kiloposcol :
1,000 poscols)
reploces the
former "bor"
ond "kglcmz",
ond the following
relation is opplicoble: 1 MPo: 10 bors :1O.2
kg/cm2 (kp/cm2).
For current meosuring
of tyre
pressure etc., use the relotion: 100 kPo :
1 bor:
:1kglcm2 (kp/cm,) :1
otm.
1.10 GENERAL INSTRUCTIONS
With the exception of o few
speciol pro-
cedures or ossembly techniques
mentioned in
the respective section of
this monuol,
every
removol ond refitting (disossembly
ond re-
ossembly) should be governed
by the following
generol principles:
o) Use suitoble tools ond especiolly tubulor
box sponners which couse the leost domoge
to nuts ond bolt heods.
b) During disossembly note corefully how
the ports
hove been ossembled. This knowledge
is involuoble for correct reossembly.
c) Cleon ports
in trichloroethylene or tech-
nicol petrol.
They do not contoin substonces
(esoeciolly leod) which horm
the skin os motor
petrol does. Current bronds of seoling com-
pounds con be removed with denoturoted
ol-
cohol or scroped off. For o speciol
seoling
compound see the note ot the end of this
chopter.
Avoid contominotion of self-lubricoting
metol
beorings with ony degreosing
ogent os this
would unfovourobly offect their self-lubricoting
properties.
Cleon ports
of the broke ond clutch hydroulic
system with olcohor.
d) Lubricote
oll ports
moving on or in
eoch
other before their ossembly. Operoting lubri-
conts do not spreod eosily on dry surfoces,
the
ports ore not properly
lubricoted, ond friction
oreos ore opt to get
domoged. Coot the os-
sembled ports with the lubricont which is used
to lubricote them in operotion. When lubricoted
with oil, dip
the ports
in motor oil, the f luidity of which mokes
it
especiolly suitoble for
this
purpose. Use greoses
ond hydroulic f luid bronds
specified in the Toble
of Recommended Lubri-
conts.
e) Use new cotter pins
ond metol lock
woshers if you
ore not convinced of the perfect
condition of the old ones which could breok
ond leove the joints
unsecured. Moreover, there
is o risk
of the broken ports
domoging other
functionol ports.
f) Cleon new ontifriction beorings (boll,
rol-
ler, ond topered roller beorings) of preserving
greose using kerosene.
Preserving greose is not
suitoble for lubricotion ond it mixes bodly with
I ubriconts.
g) Some of the joints
hove to be tightened
with o moximum occurocy to the specified
tor-
ques listed in the previous
chopter.
h ) 'Ihe
permissible rototion unbolonce is spe-
cified for some of
the rototing ports,
usuolly in
gcm (gromcentimetres). A well boloqced port
con be stopped in
ony position
if it is
instolled
so thot no rototion resistonce
octs on it. With
the exception of dynomic boloncing, the ports
ore usuolly tested on on ouxiliory shoft ploced
on the
edges. The
unbolonced port
moves from
the deflected position
with its heoviest (i.
e.
unbolonced) port
downword. The
volue of un-
bolonce con be determined
when fostening
o weight corresponding to the permissible
un-
bolonce to the opposite side
of the unbolonced
port. lf the port
does not move when deflected
or if it moves with this weight downword; the
unbolonce is within the recommended limits.
The weight of the testing weight sholl be
de-
termined by dividing the volue of the permis-
sible unbolonce by the distonce of the weight
from the rototion
centre of the port.
i) Even slightly domoged seols ond pockings
must be reploced with new ones
Note: In the foctory,
the speciol seoling
compound
of the "Velvonton
C" brond is used for seoling
the engine reor
cover on the cylinder block, the
moting surfoces of the georbox housing holves,
ond the guide
of the clutch releose beoring.
This seoling compound is mode
on the bose
of o polyurethone
plostic ond it
corresponds to
"Hykemor", "Reineplost", "Curil
K" ond similor
compounds. lt con be removed from the ports
by scroping ond woshing with ocetone, butyl-
ocetone or chlorinoted solvents, for exomple
chloroform (trichloromethone)
ond corbon tetro-
ch loride.
24

2.6-2.7
seot in the cylinder block using o copper or
oluminium rod.
Reconditioning Recesses for
Cylinder Liner
Flonges
Before ossembling o used
cylinder block,
inspect ond cleorr thoroughly the moting
sur-
foces of the recesses for
cylinder liner f
longes.
lf chemicol ogents (petrol,
etc.) foil
to hove
the required
effect, or if the surfoces hove
been domoged
mechonicolly, use the MP 1-106
dresser, or the MP 1-157
iig with
universol guicc
rings.
Reconditioning of Comshqft Beorings
lf on oversize
comshoft is to be f itted (ex-
cessive beoring cleoronces in on otherwise
sound block), drive out the plug
on the reor
side of the cvlinder block ond reom
the beor-
ings to dimensions specif ied in the following
Toble:
-0.025To
Grind
For grir
shoft by t
between 1
'Ihe
reor
ond there
for detoils
beoring.
For grir
prepored
clomped t,
pins must
Externol Col
Nomir iourn
Stondord
1st regrin
2nd regrin
3rd regrin
Stondond comshoft
Diometer of beoring in cylinder block
mm
+0.02s
38.5
+0.021
Oversize comshoft lsg
l-
38s-
l-;- -0.041
-0.020
The numerical symbols of the beorings (
l-lll)
indicote the respective
front, centre, ond reor
beari ngs.
Close the newly
mochined bore with o new
plug ond seol
it with o dob of point.
A poor
seoling would result in oil leoking
from the
engine into the clutch.
When reboring the bore for
the comshoft,
observe the centre distonces of the cronkshoft
ond comshoft. Otherwise the timing choin will
be either too slock or too tout. For the correct
distonces see
Fio. 2.6/3. Reconditioning
of Volve Toppet Guides
lf there is on excessive cleoronce in the
guides (beorings) of the volve toppets,
it is
possible to recondition the guides
ond to re-
ploce stondord toppets by toppets
of o lorger
diometer. The centre line of the beorings
is per-
pendiculor (normol) to the seoting foce
of the
cylinder block. The relotive dimensions
of the
beoning ond toppet ore
specified in
the Toble
below: o
L_r
_-L1il I toi .ll
-t
QZt0.l -T-
zi
A'ry
@)
2.7 CRANKSHAFT
AND ITS ACCESSORIES
The cronkshoft hos three rnoin beorings ond
four cronkpin beorings. lt is o forging with sof t,
not hordened iournols. When
worn, it
must be
reground to dimensions os per
Toble for fitting
oversize big-end ond moin beoring shells
os
well os cn oversize guide
ring. Cronkshoft Beoring
(for
clutch shoft)
It will be driven or pressed
into the shoft
lubricoted with the recommended greose
with
its cover turned outword.
After its pressing-in,
odd odditionol greose
by forcing it into the
shoft bore behind the beoring.
Use the extroctor MP 1-109 for
the removol
of the
beoring. Diometer of comshoft
iournols
mm
_ =l__i tl
Volve Toppet Diometer
of Beoring
in Cylinder Block, mmToppet
Diometer
mm
Stondord
on;rsizt- 21
+0.021 21
-0.020
21.2 21.2-0.007
42 4th

Alternoting
cylinder No. 1
cylinder No.3
cylinder No.4
cylinder No. 2 Adjust cleoronce
on
cylinder No.4
cylinder No.2
cylinder No. 1
cylinder No.3
Fi1.2.1312
-
Volve Cleoronce Adjustment link from the choin
front side ond fit the clip
from the reor with its open end pointing in
the
direction opposite to the choin movement.
Before storting work on the volve geor,
re-
move the oil sump (engine
bottom cover to
which the timing geor
cover is bolted, the suc-
tion stroiner being ottoched to the cronkshoft
centre beoring cover) ond lock
the cronkshoft
in position
in the oxiol direction by depressing
the clutch pedol,
if removol of the entire engine
is not intended for onother purpose.
For speciol
points of the removol refer to
Chopter 2.4.
2.14 WATER PUMP
Disossembly 1. Unlock the wosher of the belt pulley
nut,
remove the nut ond pull
off the belt pulley
using
the MP 1-120 puller (o
fixturre for
Skodo MB 1000
cors) or o universol puller,
for the bolts of which
it is necessory to
cut threods M 8 in the belt
pulley holes.
By pulling
off the belt pulley,
occess will be
goined to the nuts fostening the pump
to the
engine. The some procedure
holds good
when
dismontling the pump
ofter it hos been removed
from the engine.
2. Withdrow the keyfrom
the shoft ond, using
the drift MP 1-121, drive
or press
out the shoft.
Then lift owoy the
housing plote
from the
seoting foce of the pump.
3. Remove the circlip locking the outer boll
beoring in position.
Proceeding from the reor
side of the pump
housing, drive out the boll
beorings with their spocer tube, ond remove
the
rubber seoling rring
from the housing.
Reossembly 1. Smeor the rubber seoling ring with greose
ond insert it into the pump
housing.
Use the
MP 1-123 drift to drive home the inner boll
beoring (without
sheet guord) pocked
with
greose. When opplying the drift,
fit its guide
ring into the bore for the
oute,r boll beoring.
2. Fit the gosket
on the pump
seoting foce
ond ploce
the pump plote
with its cemented-on
gosket (focing outwords from the pump)
over it.
Fosten the plote
to the pump provisionolly
with
one bolt to prevent
the gosket
from being dom-
oged during the following ossembly
iobs.
Insert the rubber seol,
wosher, ond conicol
spring into the speciol (bokelite)
seoling ring
of the pocking glond.
Instoll the spring
with
its nose
into the hole in
the bokelite pocking.
Slip the ossembled pocking glond
on the shoft
with the spring toword the shoft geor,
ond drive
the shoft home into the pump
beoring, while
supporting the beoring with the MP 1-123 drift. Fig.2
4. Fit t
shoft ond
stolling th
in positior
it with gre
sheet guor
5. Top
t
lieve the r
@@@@
DK 1240
Fig.2.1313 -
Volve Arrongement in Cylinderr Heod
Block disks -
exhoust volves
White disks -
intoke volves
Timing Choin ond Timing
Geors
Modified chain and gears
fitted since October
1979 recognised by
squared gearteeth
and chain
with split rollers.
The timing choin hos no slock odiuster (ten-
sioner). A slock choin does not substontiolly
offect the volve geor
occurocy but its operotion
is noisy. Therefore
its correct length should
be
ensured either
o) by selecting o suitoble choin from o number
of choins ovoiloble -
try it on the timing
geors, o1r
b) by replocing the stondord comshoft geor
with on oversize geor
(with greoter
toler-
onces). The comshoft geors
ore groded
in
keeping with their progressive
size (tol-
eronces) into closses A, B ond C. With the
exception of
closs A, the closs morking
letters ore stomped next
to the punch
mork.
For trying, the choin con be disconnected
to ovoid removing ond refitting of the timing
geors. To recouple the choin, insert the coupling Fig.2.1t
52

1re
t; ,t
Fig.311- Clrrtclr -
Sectioncrl View
Alternative Diaphram
Clutch available,
Center Plate, Bearing
and arm of LP type.
68

Turn
the flonge
on the centering
orbor so thot
the longer, cylindricol port
foces the clutch,
push it ogoinst the friction plote
hub, ond olign
the ends of the levers to touch the flonge.
A deviotion from the ploneness
of 0.1 mm
is
permissible. Use feeler gouges for checking
this deviotion.
lf it is not possible
to odiust the out-trovel of
the clutch releose levers to o volue given
by the
length of the flonge cylindricol port
due to
excessive weor
of the friction plote, odiust to
the next higher volue.
Clinch nuts on the
odiusting nuts bocked off up to the end of the
threod ore o worning of o weor limit which pre-
cludes ony further odiustment
of the clutch.
4. After hoving reossembled
the engine with
o new or odiusted clutch,
check ond, if necess-
ory, odiust the cleoronce between the releose
levers ond the throw-out beoring -
see Chop-
ter 15.4.
3.3 CLUTCH DISMANTLING
Owing to its simplicity,
it is not necessory
to
describe in detoil the dismontling
of the clutch,
but some speciol feotures
deserve ottention.
1. lf the friction plote
ond clutch cover ore
intended to be re-used, mork their relotive
positions using centre punch
morks to preserve
the originol bolonce of the ossembly.
2. To dismontle
the clutch, it is
necessory to
compress the clutch cover to relieve the stress
of the releose lever bolts. For this purpose
use
the MP 2-101
ossembly plote
shown in Fig.3.4/1.
After screwing off the releose lever nuts ond
compressing the clutch cover,
the clutch is
reody for dismontling.
3.4 CLUTCH REASSEMBLY
1. Locote
the clutch pressure
plote
on the
MP 2-101
ossembly plote
ond fit springs
on the
cylindricol bosses. Before fitting
the springs, it
is odvisoble to check them for
complionce with
the volues specified
in the following Toble.
Toble of Clutch Springs
Lood
Length of spring in mm
lin -rrr"ltp1
Mounted length
31.55'10+36
(s2t3.6)
Length of compressed spring 29.5
I 580 (59) 2.
Instoll retoining plotes
on the clutch
springs ond fit the clutch cover with releose
lever springs in position.
Assemble the clutch
cover with the pressure plote,
observing the
morks indicoting their relotive positions.
When
ossembling new pot'ts,
their positions
ore of no
consequence.
3. Slip o 4.5 mm high pod
over the ossembly
plote bolts (the
plote
con be used
for Skodo
1000 MB ond Skodo 100 cors os well,
ond by
using pods
of different heights, the plote
con be
odopted for different
types of clutches), fit the
yoke of the
iig on
the plote
bolt ond compress
it by screwing down the nut till the bottom port
rests on the pod.
When compressing the clutch
cover toke core thot the projections
of the
pressure plote
ore correctly centered in
the
cover slots to prevent
o distortion of the clutch
cover.
4. Slip the bottom ends of the releose levers
under the springs instolled in the cover ond fit
them with their longitudinol
slots on the sup-
ports. Slip odiusting woshers on the bolts of the
pressure plote ond screw down the nuts with
their cylindricol port
focing the woshers. Then
odjust the height of the releose levers with
these nuts so thot their ends touch the shoulder
of the yoke
bottom port.
The difference of the
lever height should not exceed 0.'l mm. This
odiustment olso sets the recommended
distonce
of the levers from the pressure
plote
beoring
surfoce.
Use clinch nuts for locking the odiusting nuts
in position,
put
supporting clips under the re-
leose f ever ends os shown in Fig.3.111 ond3.212,
ond slocken the nuts of the ossembly plote.
The
clips ore useful when fitting the clutch to the
f lywheel since it is not necessory to overcome
the tension of the clutch springs.
To Check Adiustment ond Bolance
The described od justment
of the releose levers
in the
iig is
the most occurote, the ossembly Fig.3
Dim
plote be
simulotin
For on<
porogropl
The cl
with the
friction ;
ports of '
clutch on
To bol
centering
pressure
the chips
lf thesr
boloncing ing holes
in o circk
4mmofr
between
fostening
3.5 FR|C
lf the f
it is odvi
8.5 mm th
When r
the frictio
ond only r
complicot
After hr
the plote
if necessc
recheckinl
quired.
70 Fig.3.4l1
-
IAP 2lol
Assembly Plote with Clutch

The
clutch moster
cylinder is port
of the
ossembly of the broke moster cylinder ond
pedols. For the odiustment of the pedol
free
trovel, etc. see Chopter 12.1.
Pipeline ond Hoses
The rigid port
of the pipeline
comprises
speciol steel pipes,
the some os those of the
broke system. However, they hove o diometer
of 6 mm os compored with the 5
mm diometer
pipes of the broke system. For
their servicing,
repoirs, ond replocement see Chopter 9.7.
The flexlble port
of the clutch hydroulic
line comprises o high-pressure broke hose.
No
speciol position
or fostening ore recommended.
I N
Il'
I
til
lt
h .t*
: i'*
;::
..:tn
., i oilfl
Fig.3.612
-
Clutch Moster Cylinder
1 Sectionol
View
72

DK
122ya ''E
47. E
52--- \
5l-' ;,/
50''1
2(. '' -'
I t
,tx
22--' .&
Fig.4/1-
Georbox, Finol Drive,
ond Clutch
Throwout Mechonism
74