Light commercial vehicles have to deliver peak performances day after day. With SACHS clutches for LCV, transport vehicles are perfectly equipped to do so, whether driving in stop-and-go city traffic or for hours on the freeway. They offer maximum comfort when setting off and effectively dampen vibration noises. SACHS products for light commercial vehicles stand for perfect reliability.

Clutch kit for LCV

Today, the individual service life for each clutch component is almost identical. The SACHS clutch kit for light commercial vehicles takes this into account by providing all the components you need for clutch replacement, including the clutch pressure plate, clutch disk and clutch release bearing.

This practical kit also comes with a special lubricant for assembly, which ensures that the clutch functions perfectly after replacement. The SACHS clutch kit for LCV thus enables clutches to be replaced safely, effectively and swiftly.

SACHS clutch kit for light commercial vehicles

XTend clutch pressure plate for LCV

Even the highest-quality and most durable light commercial vehicle clutch is subject to operational wear and tear. To counteract this, the SACHS XTend clutch pressure plate technology provides automatic wear compensation. This is how it works: The XTend clutch pressure plate for LCV separates wear of the facing from the movement of the diaphragm spring. The compensation mechanism constantly monitors the reduction in facing thickness and reliably compensates this distance by turning an adjusting ring. This ensures a constant balance of forces and extends the service life because the facings can handle more wear. Another advantage of XTend is its design: If installed, XTend reduces the axial installation space required within the clutch system under operational wear.

SACHS Xtend clutch pressure plate for light commercial vehicles

Pilot bearings for LCV

The pilot bearing for LCV, also referred to as the guide bearing, is predominantly responsible for the functioning of the clutch. It guides the transmission input shaft and is therefore mainly responsible for the functioning of the clutch. If wear results in an angular offset, the shaft is no longer properly supported which may lead to clutch defects. SACHS offers different variants of pilot bearings for all common vehicle types and models. When replacing the clutch, the pilot bearing should always be inspected and replaced, if needed.

SACHS guide bearings for light commercial vehicles

Damage evaluation

Clutch slip may have various causes. For detailed information on the damage evaluation, please go to the useful tip: "Clutch slips".

If the clutch does not disengage, the problem is not necessarily the clutch itself. Frequently, the cause can be found in the clutch release system, the pilot bearing or installation errors. For detailed information on the damage evaluation, please go to the useful tip "Clutch does not separate".

Clutch grab is not necessarily caused by a defective clutch. For detailed information on the damage evaluation, please go to the useful tip: "Clutch grabs".

Clutch noise such as whistling or clunking is not always an indication of a defective clutch. Whistling noises may e.g. also be caused by off-center contact of the clutch release bearing, non-centered transmission input shafts or defective pilot bearings.

Rattling noises may be due to load alterations if clutch disks are furnished with preliminary dampers.These noises do not impair the function or service life of the clutch disk. These noises do not impair the function or service life of the clutch disk.

Incorrectly installed parts or the installation of the clutch disk in an incorrect installation position can also lead to noise generation.

Therefore, it is recommended to examine the following questions:

  • Was the correct part installed?
  • Was it assembled in the correct installation position?
  • Are pilot bearings installed and OK?

For additional information on clutch noise and expert evaluations, please go to the useful tip: "Clutch noise".

Problems caused by components in the clutch environment mostly indicate that important points were forgotten or overlooked during clutch replacement. Therefore, it is necessary to inspect the following parts for function reliability and/or wear:

  • Pilot bearing
  • Guide tube
  • Clutch release system

FAQs about clutches

The clutch has a wide range of functions in the vehicle. It connects the mass to the engine without jerks, interrupts the power flow between engine and transmission when the vehicle stops and also interrupts the power flow to change the transmission ratio. Additionally, it provides vibration damping and overload protection.

A complete clutch consists of a flywheel or dual-mass flywheel (DMF), clutch disk, clutch pressure plate and clutch release bearing.

The clutch is located between the engine and transmission.

The SACHS XTend clutch pressure plate provides automatic wear compensation by separating facing wear from the movement of the diaphragm spring.

The installation position of the diaphragm spring changes under facing wear as the pressure plate moves towards the flywheel. As a result, the leaf springs are shifted axially and move into a steeper position; contact pressure and pedal forces increase. Every time the clutch is engaged, the housing stop registers the facing wear and lifts the retaining spring off the adjusting rings by the amount of the wear path. The wedge-shaped slide (pulled by its extension spring) moves into the newly formed gap, locking the retaining spring in the raised position. When disengaging the clutch, the adjusting ring pair is axially relieved. Due to the prestress of the adjusting ring spring, the lower adjusting ring rotates until the upper ring is again in contact with the retaining spring. The diaphragm spring has returned to its original position and the facing wear is thus compensated.

XTend Druckplatte für Pkw

Always use a special tool for replacing the XTend clutch.

When disassembling, keep in mind that the housing stop is lifted off the clutch housing. If it is not released, the adjusting mechanism will be triggered during disassembly so that it cannot be reset anymore. Since the facing wear is mechanically memorized in the clutch pressure plate, it is only possible to reinstall the unit that has already been used (clutch pressure plate and disk). If a new clutch disk is required, the clutch pressure plate must be replaced as well. Since the compensation mechanism of the clutch pressure plate that has already been used cannot be reset, the clutch would not separate properly anymore.

To ensure that the readjustment mechanism works properly and is not wedged. It allows the clutch to be installed without undue stresses.

The screws that secure the clutch pressure plate to the flywheel must always be tightened and/or loosened crosswise in an alternating fashion. Assembly brackets and/or transport safety devices must be removed after the installation. Also, the clutch facings should be free from dust, dirt, oil and/or grease. Check the correct centered position of the transmission bell housing relative to the engine housing in order to avoid misalignment.

Prior to the installation of the clutch disk, a lateral run-out tester should be used to ensure that the lateral run-out of the clutch disk does not exceed 0.5 millimeters. Find detailed information on the lateral run-out tester in this practical tip: “Checking the clutch disk.”

The service life of a clutch depends on multiple factors, including the applied stress and driving style. The clutch is adversely affected by setting off in a gear that is too high or at a rotational speed that is too high, or by stopping the vehicle on a hill with the clutch slipping, for example. Furthermore, decelerating via clutch by shifting down or overloading the vehicle and/or the trailer should be avoided. Also, avoid setting off on extreme inclines in rapid succession and frequent maneuvering.

In order to examine the separating characteristics, disengage the clutch with the engine idling. Wait for three seconds. Afterwards, the reverse gear should engage without noise (please note: immediate engagement of the reverse gear always results in shifting noise).

Before the test, you should take the vehicle for a short drive, engaging the clutch several times in order to heat up the clutch to operating temperature. Afterwards, firmly apply the parking brake, engage the highest gear and accelerate with the clutch disengaged until an engine speed of approx. 2,000 rpm is reached. Maintain the speed and quickly engage the clutch.

If the engine stalls, the clutch's transmission capacity is OK. To avoid overload, repeat this procedure only once.