Automotive Clutch Replacement Tips – Dos and Don’ts

Having spent several years in tech support with a company that sells manual transmissions, I have spoken with many customers that have made clutch installation mistakes that cost them dearly in terms of time, money and frustration. These tips are based on my experience with what is frequently overlooked by a novice that is installing a new clutch. This article is NOT a substitute for a good auto repair manual that is specific to the vehicle you are working on! If any of these tips contradict the information in your service manual, follow the service manual instead.

Tip # 1: Lubrication in all the right places (and none of the wrong places!) – Place a light coat of grease on the pilot tip of the input shaft and on the collar that the release bearing slides on. Wipe a VERY light coat of oil on the input shaft splines to prevent rust. Be careful to NOT get any grease on the flywheel, the clutch disc, or the pressure plate.

Tip # 2: Have the flywheel resurfaced, no matter how good it looks. It only costs a few dollars, and the risk of having to remove the transmission again because of a chattering clutch is not worth the money you might save.

Tip # 3: Replace the pilot bearing or bushing. If you don’t have a special pilot bearing puller tool, some service manuals instruct you to remove the old bearing by packing the cavity behind the bearing with grease and using a wooden dowel or old input shaft to drive the old one out. I have found that instead of grease you can use play dough, silly putty, or even some old bread, with equal or better results and way less mess!

Tip # 4: Don’t force anything! If the transmission won’t slide all the way up to the back of the bellhousing, do not draw the transmission up to the bellhousing by tightening the transmission to bellhousing bolts. I can’t tell you how many broken mounting ears and damaged pilot bearings I have seen! If the transmission will not slide all the way in to the bellhousing, then the clutch disc is misaligned or the input shaft is not going into the pilot bearing because the transmission is at an angle. Try this: Install or reattach the clutch linkage, and then have a helper depress the clutch pedal slightly while you wiggle the transmission around to get it aligned. When the clutch disc is released, it will move so that you can get the transmission aligned with the pilot bearing. I fought with a transmission for an hour one time before I thought of this, and then it took about five seconds once I had a helper step on the clutch pedal!

Before tackling your first clutch replacement, I highly recommend reading the complete procedure in a repair manual or factory service manual. Even if you are a seasoned veteran, it doesn’t hurt to take a look at a service manual if you are replacing a clutch in a vehicle you aren’t familiar with.

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MAN Trucks: From the First Diesel Engine to the Latest Solutions

Rudolf Diesel, who patented his invention in 1897. But first diesel engines were extremely large and heavy and used only as stationary units in factories or for powering ships. Further development of this promising technology became one of the main concerns among machinery manufacturers. In 1919-1923 the German Maschinenfabrik Augsburg-Nürnberg AG (abbr. as MAN) was taking an active part in adapting diesel engines for use in commercial vehicles. The goal was achieved in 1924 when the world saw the new direct-injection diesel engine at the German Motor Show in Berlin. According to the expert public, the compressorless diesel engine from MAN was one of the most important innovations to be offered throughout the entire show. The series production wasn’t long in coming. The low vehicle weight of the unit and the colossal 80% savings in operating costs (compared with the conventional carburettor engines of the time) stood for unquestionable sales points.

Such a successful automotive technology boosted the evolution of trucks. In 1928, MAN unveiled its first three-axle truck, which was the predecessor of all subsequent MAN heavy-duty trucks. Further accomplishments, connected with the MAN brand, included the introduction of the all-wheel-drive, the first German truck engine with exhaust gas turbocharging, the motor units with electronic injection control and, finally, the innovative engine with common rail (CR) injection system. The latest Euro 6 engines are utilising a third-generation CR system, aimed at limiting nitric oxides, particle emissions and consumption at every operating point.

Strong roots are considered to produce beautiful leaves. As for an experienced German manufacturer, it is known to offer a multitude of exquisite and practical solutions in the range of long-distance, construction and distribution transport.

Long-distance solution

When it comes to either national or international long-haul transportation, efficiency and productivity are the key factors to succeed. The MAN TGX trucks are tailored to this particular need. Their economical engine versions are claimed to be the most consumption-efficient units in the competitive market. The selection includes 6-cylinder Common Rail engines D20 and D26 with 360 to 480 hp of output as well as the 6-cylinder inline D38 with 520, 560 or 640 hp. The Common Rail high-pressure injection system is bolstered by turbocharging and exhaust gas after-treatment. Other contributions to the beneficial level of efficiency are provided by high-strength lightweight construction, aerodynamics adjustments and a GPS-controlled cruise control.

Building site solution

With respect to construction transport, special attention is paid to payload and axle layouts. The MAN’s offering in this sector comprises the TGS trucks. The range is represented by the 18- to 44-tonners with the choice of drive formulas. Either the permanent all-wheel drive or the MAN HydroDrive selectable front-wheel drive is responsible for the necessary traction on the building site with its challenging road situations, while the driver is assisted by the MAN TipMatic semi-automatic manual gearbox.

Distribution solutions

Short-haul city and intercity distribution requires the most optimal combination of high payload, safety and eco-friendliness. In this regard, MAN developed even two model ranges, the TGM and the TGL, to meet every possible need.

The TGM trucks are driven by Common Rail diesel engines D08 that generate between 250 and 340 hp. The high-torque 6.9-litre engines hold their strength during start-up in short-haul distribution operations and are extremely smooth on longer trips. The TGM trucks in the 12- to 26-ton weight class combine a high payload and an impressive body-mounting capability.

Lighter variants of distribution trucks are represented by the MAN TGL lineup. The 7.5- to 12-tonners are driven by 4- and 6-cylinder engines D08 with the output of 150 to 250 hp. Thanks to their low weight, the TGL trucks are suitable for high payload and offer outstanding ride dynamics and optimum manoeuvrability.

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How Mil Spec Wiring Has Helped Enhance Automotive Technology in Motorsports

Automotive wiring has always been a crucial product for electronic wire manufacturers. It has become even more important with the growth and popularity of various types of motorsports.

Fortunately, automotive wiring has had a good track record for the most part. OEM wire manufacturers have been able to create quality and durable wires and products like connectors that can support rigorous racing requirements. One of the major reasons for this quality is the incorporation of military specifications to automotive wiring.

How Mil Spec Wiring Supports Motorsport Activities

Today, electronic systems of motorsport vehicles are considered just as important as the engines. They help keep the driver safe, provide speed and agility, and even help the car adapt to different driving conditions.

Hence, the wiring has to be precise in terms of design, qualitative in terms of materials, and durable in terms of manufacturing. Mil spec wires are of immense help when designing and manufacturing wiring for sporting vehicles.

Classic Example: If you were to look at the wiring and connectors of an established racing automobile, you would find that most of the connector seals would still be in good shape; the wiring would be stark but not cracked, and would still have its flexibility.

Then and Now

Earlier, the wiring design was used to raise the glamour quotient of the vehicle. Designers and engineers would talk about using a variety of complex components and processes like:

Epoxied connections
Metal shell connectors
Concentric twisting for airframes

This would also lead to high costs and large product warranties. Today, what motorsport OEM wire manufacturers have realized is that the wiring simply needs to perform the tasks it is designed for. They took a cue from mil spec wire engineering, and focused more on factors like reliability, small sizes, light weights, and durability. The main goal was to get the wiring to handle racing environments.

How was it Done?

Wiring engineers looked at specific factors that would hinder the overall performance of racing vehicles, and found a solution for each of them.

Weight: In racing, heavy weight is a car’s biggest enemy. The weight of the car is the determinant for factors like speed and maneuverability. A compact and light weight design helps reduce the weight of the car, and allows the driver to quickly increase and maintain speed. It also allows for improved maneuverability.

Racing vehicle manufacturers utilize a variety of mil spec products to save on space and weight. A few examples include:

o Small sized 30 gauge wires

o Circular connectors for cramped spaces

o Concentric twisting for compact wiring bundles and wiring flexibility

Adhesives: While adhesives are important when using certain plastic components, they can also act as a deterrence since they easily stick to wires, and hinder the function of connectors. Thus, the adhesive creates problems for engineers during repairs and remodeling. A temporary solution for this is using Kapton adhesive tape. It does not leave any residue, and can be used until repairs are conducted later.

Performance: The overall performance of a motorsport vehicle can be improved immensely by utilizing certain mil spec components. A few examples include:

o Protective glue shrunk boots

o Shrink tubing and tube labels

o Service loops for strain reduction

The use of mil spec components has helped racing cars become lightweight, faster, safer, and more efficient. Thus, mil-spec wiring has become an ingenious solution for enhancing automotive motorsport technology.

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Telematics and Big Data: Next Generation Automotive Technology

Telematics, Big Data, and Analytics are the three big important ways that are driving the auto industry forward. In this article, we will see how big data analytics, with the insights of information processing, can help transform the automotive and transportation industry globally.

The future of telematics is with big data.

Traditionally, in most automotive and transportation enterprises, specialized business processes have always been analyzed and modeled on whatever limited empirical data or contextual information was available to them. Proper data was few and far between. Or, even if the required data was available, enterprises hardly had any technological know-how with them to harness all the information necessary for their use. It was quite a difficult task to deal with such a situation where enterprises heavily relied upon conventional methods such as going through previous driving records, including taking into account people’s age and gender, locale demographics to accurately predict risk levels among its consumer base. This was something haphazard, awkward and unreliable.

Now with the advanced big data analytics, accessibility to scores of information and the science of telematics are putting the current understandings in new light, offering new conversation starters, and creating new potential outcomes that were not really possible before. “Big Data” as we know it is changing everything for the better. It is changing how the vehicles are built, how they work, how we use them and how they collaborate with everything else in this world: From vehicle-assembling to insurance underwriting, to traffic modeling to optimizing traffic routes, Big Data is changing the world of car/fleet transportation industry in a big way.

Big data analytics plays a very important role in the telematics field. The fact of the matter is that the science of telematics which involves telecommunications and vehicular technologies demonstrates how big data analytics can improve supply chain management, fleet management, increase yield and drastically reduce material costs, not to mention the quality and safety issues that never get compromised using proper big data analytics. In fact, the use of relevant data directly leads to more opportunities. It is in this context we will see how Big Data is bringing transformative elements into the various industry sectors especially in insurance, financial, automotive and transportation and other sectors and improve their business processes.

Telematics All The Way

Telematics is ushering an era of big changes. The way vehicles are insured and how they are driven or repaired are all changing for the better.

Earlier, we have seen that insurance and maintenance standards of vehicles were based on some kind of conjecture and the rough utilization of crude data that was available at hand. But with the use of telematics, a strong evidence of data is promptly accessible that can revamp entire branches of the commercial enterprises and change drivers’ driving behaviors.

Thanks to telematics, the wealth of data that can be derived from vehicles can also be made available to drivers. This is also one of the big changes that telematics promises. As far as valid data is concerned, there are simple ways people can immediately access from their connected car, and this same data can also be transmitted to the manufacturers or insurance companies for that matter. So when data is available and is accessible to users then there is going to be better understandings of their vehicles’ performance, ultimately resulting in helping drivers adopt good driving behavior. Drivers will have access to GPS-related data that will let them know their driving styles, including real-time information on fuel consumption, speed limits, hard acceleration, braking, phone distraction, etc. All this useful information can impact not only their driving performance but also can extend the longevity of their cars.

Driving Innovation and Continued Growth for Auto Insurance

To give you just one example: Consider the insurance industry. Using the great combination of telematics and big data analytics, insurance companies are able to enhance their business processes to an extent that was not possible before.

Basically, the insurance industry is based on analytics and probability. Therefore, to have a proper access to accurate and in-depth data that identifies with every customer’s lifestyle and risk always works in the best interest of the insurance industry. This is an area where telematics has been adding quite a lot of significant value propositions that matter greatly to both insurance companies and their paying clients alike.

With telematics and big data analytics, insurance companies don’t have to resort to guesswork to fix premiums for their customers. It has enabled insurers to reward policyholders, who display good driving conduct and check their vehicle health stats, with lower premiums and rebate offerings by taking the guesswork out of the equation. This is nothing but a big data approach to telematics insurance.

Telematics is a positive trendsetter and has grown exponentially in recent years. The positive impact that it has over companies and consumers alike is proving to be a win-win deal for everyone. And as far as telematics is concerned Big Data would be there too, working hand in hand. Not only consumers but automotive manufacturers and service providers as well are going to get greatly benefitted from the marriage of big data and telematics. And since the relationship is really symbiotic, big data is going to be the future of telematics. Embrace big data and telematics in a big way!

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Automotive Clutch Replacement Tips – Dos and Don’ts

Having spent several years in tech support with a company that sells manual transmissions, I have spoken with many customers that have made clutch installation mistakes that cost them dearly in terms of time, money and frustration. These tips are based on my experience with what is frequently overlooked by a novice that is installing a new clutch. This article is NOT a substitute for a good auto repair manual that is specific to the vehicle you are working on! If any of these tips contradict the information in your service manual, follow the service manual instead.

Tip # 1: Lubrication in all the right places (and none of the wrong places!) – Place a light coat of grease on the pilot tip of the input shaft and on the collar that the release bearing slides on. Wipe a VERY light coat of oil on the input shaft splines to prevent rust. Be careful to NOT get any grease on the flywheel, the clutch disc, or the pressure plate.

Tip # 2: Have the flywheel resurfaced, no matter how good it looks. It only costs a few dollars, and the risk of having to remove the transmission again because of a chattering clutch is not worth the money you might save.

Tip # 3: Replace the pilot bearing or bushing. If you don’t have a special pilot bearing puller tool, some service manuals instruct you to remove the old bearing by packing the cavity behind the bearing with grease and using a wooden dowel or old input shaft to drive the old one out. I have found that instead of grease you can use play dough, silly putty, or even some old bread, with equal or better results and way less mess!

Tip # 4: Don’t force anything! If the transmission won’t slide all the way up to the back of the bellhousing, do not draw the transmission up to the bellhousing by tightening the transmission to bellhousing bolts. I can’t tell you how many broken mounting ears and damaged pilot bearings I have seen! If the transmission will not slide all the way in to the bellhousing, then the clutch disc is misaligned or the input shaft is not going into the pilot bearing because the transmission is at an angle. Try this: Install or reattach the clutch linkage, and then have a helper depress the clutch pedal slightly while you wiggle the transmission around to get it aligned. When the clutch disc is released, it will move so that you can get the transmission aligned with the pilot bearing. I fought with a transmission for an hour one time before I thought of this, and then it took about five seconds once I had a helper step on the clutch pedal!

Before tackling your first clutch replacement, I highly recommend reading the complete procedure in a repair manual or factory service manual. Even if you are a seasoned veteran, it doesn’t hurt to take a look at a service manual if you are replacing a clutch in a vehicle you aren’t familiar with.

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