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CLUTCH, TRANSMISSION, UNIVERSAL JOINT
CLUTCH
4-7
pressure
is caused by dryness of
operating
parts
in
release linkage or the clutch assembly.
Make certain that clutch
pedal
is not binding
in floor mat or seal on underside of toeboard.
Thoroughly lubricate clutch pedal and release
equalizer. See figure 1-1. NOTE: E
xcessive
pedal
pr
essure
may
be caused
by
using
excessive
grease
gun pressure on equali
zer ,
which may
forc
e
th
e
rubber inner bearing out into contact
with equaliz er bra
cket
on engin e.
If
excessive
pedal pressure still exists after
release linkage is properly
lubricated,
lubricate
internal working
parts
of clutch as described in
paragraph 4-8.
b.
Clutch
Noise
Squeaking and grinding noises during clutch
pedal operation are
usually
caused by heavy
friction in
the
re
lease
linkage or internal parts
of clutch assembly. Before condemning the re-
lease bearing, thoroughly lubricate clutch pedal
and release equalizer and, if necessary, lubricate
internal working parts of clutch as described in
paragraph 4-8.
On S
eries 70,
a rattle is sometimes caused by
excessive clearance between
the
clutch cover
and the pressure plate driving lugs. This rattle
occurs
only
when
engine
is intermittently ac-
celerated with clutch disengaged. The sound is
similar to loose
connecting
rods or cold pistons.
This rattle does not affect
clutch
operation and
no damage will result if left unserviced. It
should not be obj ectional, in most cases, since
it occurs only under the condition described
above.
If the complaint warrants correction,
however, use procedure described in paragraph
4-9.
c. Clutch
Gra b or
Chaner
A very
slight
amount of oil on driven plate
facings will
cause
clutch
grab
and chatter. A
new driven plate must be
installed
if
original
plate facings contain oil since removal of oil
from
facings is not
practical.
When oil is found on
facings,
examine pilot
bearing, t
rans mission drainback, rear
engine
bearing and engine oil
lea ks wh
ich
might dr ain
'
. /
into clutch hou
sing
past
gasket
bet ween up
per
and lower flywheel housings. It is important
that this gasket provides a good seal.
On 1948 S
eries
70, improper adjustment of
release levers will cause clutch chatter. To cor-
rect this condition remove clutch assembly and
adjust levers, as described in paragraph 4-15.
d.
Clutch
Dra g or Failure to Release
To test for clutch drag or failure to release,
depress clutch pedal to toeboard with engine
running and shift transmission into low gear.
Hold pedal depressed and shift transmission to
neutral,
wait about
15
seconds with pedal de-
pressed
and again shift into low gear. If clutch
is not releasing completely a gear clash will
occur.
If test
shows that
clutch is releasing
properly
and complaint is of gear clash going into low
and
reverse gears,
refer t
o
paragraph
4-23.
If test shows that clutch is not r
eleasing
properly, che
ck
clutch pedal lash (par. 4-7) and
check
r
elease linkage for lost
motion.
Correct
as
necessary
and again test for clutch drag.
On S
eri es 40-50,
if clutch drag cannot be cor-
re
cted
in release
linkage,
remove flywheel
lower
housing and check for proper
contact
between
clutch spring and
cover
as des
cribed
in
para-
graph
4-16,
step 9. If removal of clutch
is
found
necessary, check driven plate for oil soaked or
cracked facings, also for run-out and for free
movement on
main
drive gear
(par. 4-13,
st ep 6).
On
1948 Series
70, if clutch drag cannot be
corrected in
release
linkage, remove clutch and
check adjustments of release levers
(par.
4-15,
steps 6 through 9). Check driven plate for oil
soaked or cracked facings, also for run-out and
for free movement on main drive gear
(par.
4-13, step 6).
e
. Clutch Slipping
First make certain that clutch pedal is ad-
justed for specified lash
(fig.
4-7) and that
pedal is not binding. One type of clutch slip-
page
is
sometimes wrongly diagnosed as due to
a weak clutch spring. This slippage
occurs
dur-
ing gear shifting and full engagement of the
clutch is not obtainable until the engine speed
is reduced. After full engagement is obtained
no further slippage occur s during acceleration
or under full load
.
This condition is usually due
to the clutch
driven
plate hub sticking on the
splines of the transmission main drive
gear.
Correction can
be
made
by
removing
the
clutch
and
thoroughly cleaning splines of driven
plate
and main drive gear then applying a light coat-
ing of
Lubriplate.
Make sure that release lever
pins are not binding, and that pressure plate
driving lugs are
not
binding in clutch cover.
If clutch
springs
are suspected of being weak,
inspect them as
described
in paragraph 4-13,
step 4 or 5.
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