What are the components of a clutch?

[Jensen]

The clutch consists of four main parts: the driving part, the driven part, the pressing part, and the operating mechanism. The working process of the clutch can be summarized in three points: 1. Engagement process: The diaphragm spring is installed between the clutch cover and the pressure plate, creating a pre-compression deformation that generates pressure on the pressure plate, pressing the driving and driven parts together, thus engaging the clutch. 2. Disengagement process: When the clutch pedal is depressed, the pedal moves left, pushing the push rod left. Through the cylinder and working cylinder, the diaphragm spring release plate is pushed left. As a result, the diaphragm spring pivots on the support pin fixed to the clutch cover, causing the large end to move right, while the pressure plate is pulled right by the action of the release plate. 3. Re-engagement process: Releasing the clutch pedal returns the pedal to its original position. The movement of the operating mechanism during re-engagement is the reverse of the disengagement process. The re-engagement process ends when a preset gap appears between the release bearing and the diaphragm spring release plate, and the diaphragm spring once again presses the pressure plate against the driven disk, restoring the clutch's power transmission function.

[VanRylee]

I've previously disassembled a manual transmission clutch for study, and it essentially functions like a 'power switch.' The core component is the flywheel, that large iron disk mounted at the rear of the engine; the clutch disc is an iron plate with friction material, sandwiched between the pressure plate and flywheel. The pressure plate acts like a spring mattress, using springs to clamp the three components together to transmit power. The release bearing is crucial—when you press the clutch pedal, it pushes forward to compress the pressure plate's springs. The release fork acts as a pusher, and the bearing moves by its force. During my own car modifications, I discovered that clutch disc thickness directly affects pedal feel, pressure plate spring stiffness influences shift smoothness, and an uneven flywheel surface can cause shudder during takeoff.

[AuroraAnn]

From a driving experience perspective, the clutch system directly affects gearshift quality. As someone who commutes daily with a manual transmission, I know firsthand that when the clutch disc is severely worn, the friction point becomes noticeably higher and there's a distinct burnt smell. If the pressure plate is warped, starting off feels like riding a trampoline. Recently, I couldn't engage gears when the engine was cold, and inspection revealed a seized release bearing. As a side note, when replacing the clutch kit, it's best to resurface the flywheel too - otherwise the new disc will still cause vibrations. Also, avoid keeping the clutch pedal depressed at traffic lights, as continuous pressure on the release bearing shortens its lifespan.

[Ophelia]

Veteran mechanics at repair shops can accurately diagnose clutch issues by focusing on these five components: the flywheel must be replaced if surface scratches exceed 0.3mm in depth; the clutch disc should be changed if the friction material is worn down to less than 5mm; a discolored or blued pressure plate diaphragm spring indicates overheating and deformation; a separation bearing making a gritty noise while rotating likely has contaminants inside; and a rusty pilot bearing will cause the gear lever to vibrate with the engine. Last time, a Volkswagen owner complained of difficult gear shifting, and upon disassembly, it was found that the clutch disc was installed backward—the friction facing the pressure plate caused slippage. During repairs, pressure plate bolts must be tightened in a star pattern and in three stages to avoid deformation.