Clutches

In addition to high-quality individual products, SACHS offers a number of practical installation kits. They simplify assembly and provide convincing advantages: If a clutch needs to be replaced in a vehicle, it is recommended that all relevant components be replaced in order to make sure that all parts work together well. This ensures optimum transmission reliability of the torque at engine clutch to the transmission and the longest possible service life of all clutch components.

Compared to individual products, the clutch kit with DMF and XTend offers a variety of convincing advantages:

• Quick ordering – the right parts with an order number
• Easy assembly through the inclusion of several components in one box
• Everything from a single source, providing you with components that work together perfectly
• Optimal durability due to the quality and expertise of SACHS

You will also receive more clutch kit combinations from SACHS, such as with the concentric slave cylinder CSC.

The compensation mechanism constantly registers reduction in the lining and compensates for the clearance by reliably turning an adjustment ring. This keeps the clutch from being vulnerable to extreme temperatures, soiling and aging. Furthermore, the pedal-force conditions remain constant over the entire service life. At the same time, the service life is extended, since the facing can continue to be worn. Another advantage of XTend is in its design: The installation space required axially in the clutch system with operational wear is reduced through the use of XTend.

The pilot bearing, also referred to as the guide bearing, is predominantly responsible for the functioning of the passenger-car clutch. As a ball bearing, it guides the transmission input shaft and is thus predominantly responsible for the functioning of the clutch in the passenger car. If wear results in an angular offset, the shaft is no longer properly supported, which may lead to clutch defects. SACHS offers passenger-car pilot bearings for all common vehicle models. When replacing the clutch, the pilot bearing should always be inspected and, if required, replaced as well.

DBC stands for differential before clutch and means that a transmission input shaft is mounted in front of the dual-mass flywheel (DMF). This requires what is known as a drive plate, a transfer plate that ensures that the transmission input shaft has enough space. There are many advantages of a high-quality SACHS DBC: It provides outstanding vibration damping over the entire speed range and effectively reduces noise. Moreover, it is largely unaffected by extreme temperatures, soiling or wear and features high durability.

The SACHS dual-mass flywheel (planetary DMF) is the key to first-class passenger car and light commercial vehicle drivability. The driver and occupants are aware of reduced driveline and body noise and enjoy smoother travel with more pleasant gear shifts.

The use of advanced and multi-functional components enables the SACHS dual-mass flywheel to be installed also in the compact car class.

With rising temperature in the engine compartment and decreasing speed, there is an increasing risk of overheating and heat accumulation in the engine or vehicle. For example, this is the case when climbing hills or in stop-and-go traffic. Now the SACHS fan clutch for passenger cars is activated and the fan allows sufficient air to flow through the radiator. This engine cooling system is fast and effective.

SACHS hydrodynamic torque converters for passenger cars can be adjusted as required to the drivelines of vehicles with automatic transmissions. They guarantee perfect launch behavior and optimum driving comfort, even on poor roads or in traffic jams. What’s more, they provide high dynamics at low fuel consumption.

The combination with a SACHS torque converter lock-up clutch - also called lock-up clutch - boosts these positive properties to an even higher level. The torque converter lock-up clutch consists of a lock-up clutch and torsional dampers. It offsets power losses caused by incomplete torque transmission in the coupling area. Furthermore, it guarantees especially efficient power transmission, prevents wear during the launch process and cuts energy loss as well as noise.

The concentric slave cylinder (CSC) (1) is assembled directly on the transmission.

The diaphragm-spring clutch can be set free of clearance, i.e., the release bearing is constantly running whilst the clutch is turning. A preload generated by the actuation system ensures that the clutch and the release bearing thrust ring are running at the same speed. Speed differences would lead to the generation of noises and increased wear.

The release bearings are self-centering (can be radially adjusted by approx. 1.5 mm) in order to compensate for alignment tolerances between the diaphragm spring and the clutch release bearing thrust face. They centrically adjust to the diaphragm spring tongues automatically during the first clutch actuations.

CSC clutch release bearings are used when the installation space is not large enough for a conventional clutch actuation system.

The clutch actuation is transferred hydraulically in systems equipped with a master/slave cylinder. The pedal motion is transferred to a hydraulic cylinder (1, master) located directly below the pedal. In a closed system, the cylinder generates hydraulic pressure that is absorbed by a slave cylinder (3) via a hose assembly (2).

In order to ensure ideal functionality, it is possible to bleed the clutch actuation system.

The clutch actuation is transferred purely mechanically via clutch cables. The pedal motion is transferred to a steel cable (1), the release fork (2) and the clutch release bearing (3) so that the clutch is actuated. The highlighted areas show wearing zones in the clutch environment.