Truckfix Clutch Tec, Bradford (2026)

16/08/2016

Land Rover Cummins donor bearing carrier units, same application but different heights.

They all take the same bearing BUT are needing different fork arm travel. In the case of the lowest bearing it needs a rubbing plate adding to the cover assembly before it's going to do the job.

Truckfix are going to make a standard height carrier, but in the meantime if you have a donor please either send it with the mating parts when you have your clutch done, or measure it flat to the deck as these are shown, the critical height is the point that the fork arm sits on, so the top of the bearing carrier wear pad from the deck.

If it's not the height of the middle unit shown here then the clutch / carrier needs modifying to gain the right height and get the bearing travel correct, if it's not you're looking st slip issues or simple lack of clearance.

29/07/2016

Fork arm trouble can come in many guises, in this case the bushes in the end of the shaft have clearly damaged the shaft, wearing a path into it on 2/3rd of the arm.

This arm is case harden cast iron and the damage then allows the arm to still 'sloppy' in the bush, ultimately 'over stroking' the bearing as it operates and causing rapid premature clutch failure as the bearing is 'popped' off the pull type clutch!

The rule is 13mm bearing travel, this particular fork arm has lost over 4mm, which in itself means the bearing is in totally the wrong place when refitted, add the 'slop' in the bushes and the new clutch has little to no chance of lasting anytime at all!

Remedial action involves purchasing a new shaft or full restoration and case hardening the shaft and replacing the bushes.

23/02/2016

This video shows one of our current restoration jobs at completion, the unit is displayed with the test arm actuating the release bearing down the tube, the levers depressing and the pressure plate lifting and through the flywheel inspection holes the unit is seen clearing the drive plate, the clutch is bound for Europe, to refit to a Bristol party bus, the full story board will be available in Truckfix Clutches soon.

17/11/2015

These are the fitting instructions for the lovely twin plate Dans type clutch kits, covering both 14" and 15.5" any type of drive plate...! Any questions make a call 01274 877322

12/11/2015

This is NOT how we do it! This Leyland plate came to us this morning with more than a bit of a problem. From an early Leyland PD one bus this drive plate should have a pair of friction linings that are 7.9 mm thick each. It has recently been relined by a 'would-be' specialist whose answer to the problem of correct lining thickness can clearly be seen here when they have riveted a pair of standard 3.5 mm linings together and then attached the two pairs of what are now 7 mm linings to the drive plate.
The customer was also supplied a brake stop which had been cold bonded needless to say the clutch didn't work the liners coming off the brake stop within 4 miles and the drive plate constantly slipping.
These two jobs had been charged to the customer at a price in excess of £800, and the 'would be' specialist would not even look at a partial refund! Wow.
Cost to sort it out way less... We stock Hd1 up to 9mm thick as a matter of general stock! Time to do much sooner... Drive plate and brake stop, a couple of hours if needed!

27/10/2015

HUMBER PIG, clutch cover, belonging to John Hanna, this is a special little lady had a few issues including a release bearing that had been running off centre, this results in the lever tip wear being wrong, the lever then depresses at a different length to the others and the pressure plate works harder, dragging at this point, shown with the wear on the pressure plate, the fact that the lever eyebolts were all warped and bent, the wear to the lever tip and the pins in all of the levers being banana shaped when the clutch was striped.

The full storyboard with a picture of the lovely Humber Pig are available on the Truckfix Clutches facebook site.

25/10/2015

This set of pictures shows near perfect conditions for the new clutch being installed.

This flywheel is flat, (Picture 1) having been skimmed to remove wear, this is very important when fitting a ceramic / paddle clutch plate, and essential if you are looking to fit a second clutch after the original has been allowed to run down to the rivet heads (these tend to leave scoring on the flywheel face or dishing of the unit). If its damaged too far, has deep or wide heat cracks, specifically ones that run into the inner or outer bore then replace it with new.

The flywheel to crank bolts MUST always be new, these tend to stretch, become damaged and can shear when refitted, again they are a cheap part, but refitting can literally cost thousands.

Use an aliment tool (Picture 2) to make sure the drive is in the correct place, then check the cover and flywheel, do you have dowels present? If so align the cover correctly, ensuring that you are not going to buckle / bend the cover by misfitting on the dowels.

Bolt the cover to the flywheel face, (Picture 3) bolt up diagonally, DO NOT USE an air gun, because this results in the bolt holes becoming stretched, the holes becoming elongated or elliptical all of which lead to clutch issues when running...carefully 'nip up' the cover, this allows any fitting clips to drop out, ensures that some units, such as spring and lever / finger units do not 'drop' a lever and become solid. Repeat process until all bolts are secure and tight.

The clutch is now ready for the release bearing to be fitted.
These pictures belong to Nigel 'Chappers' Chapman, and show part of his Land Rover Cummins Truckfix Bespoke clutch installation...thank you!

12/10/2015

This bearing is seized on the carrier.

22/09/2015

Extreme release bearing pad wear, this is at least 1.8mm at its mean point too deep, the other side is not equally worn and the side view clearly shows where this casting has 'fallen of' the fork arm casting in a previous life.
To remedy the casting needs making back up and grinding flat.
The fork arm corresponding piece is worn away .97mm, this means the release bearing is located in the wrong place and clearance is hard to achieve.

22/09/2015

This fork arm is suffering with several issues, the video shows the excessive wear on one end where there is a yolk located, the wear is so extreme that there is 'daylight' on either side.
The release bearing pads are worn so badly that it's clear the bearing carrier has 'dropped off' during the fitting of a previous clutch.
The knuckle joint on the other end has side to side and up / down movement.
All three issues together make this a scrap unit.

17/09/2015

This is a clutch cover from an AEC REgent 5, reg: VBK900, she belongs to the Merseyside Transport Trust, when she came to us she had a snapped lug in the pressure plate, making the clutch unsafe, however when made secure on our test bed one of the reasons for the damage suffered is evident in the movement of the levers, as this video shows.
Such side play puts stress on the internal parts of the clutch and causes a 'twist and grab' action which ultimately shears parts that are inflexible, such as the towers.
This is a problem that is common to all clutch covers irrespective of application.

Truckfix Clutch Tec

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