Ford Ranger & Mazda B-Series Truck Clutch Hydraulic System Bleeding

This video shows the bleeding procedure for clutch hydraulics on a Ford Ranger or Mazda B-Series pickup.

The video includes the following topics:

- Describes symptoms of air trapped in the release system

• no release
• poor release
• gear grinding
• can't get into 1st
• can't get into reverse

- Procedures for bench testing

- How to bleed clutch master cylinder

- How to test clutch master cylinder on vehicle

- How to insert clutch line into Perfection TECH-Link™ connector

- How to gravity bleeding slave cylinder

- Informative demonstration of proper plate lift after successful clutch bleeding

The entire clutch bleeding procedure was accomplished using NO special tools.

The entire procedure only required a Philips screwdriver.

You too can try this method on your next Ford Ranger or Mazda pickup clutch job.

You will be glad you did. It works and you will save a lot of time!

2003 Kia Rio Clutch and Clutch Cable Installation

This video shows a clutch installation for a 2003 KIA RIO with L4 1.6L GAS N engine.

It covers both clutch and clutch cable Installation.

He used a Perfection clutch set with a part number of MU72125-1. The Brute Power number would be 92579.

General Motors RWD Clutch Fork and Release Bearing Installation

This video shows the correct installation of the General Motors RWD (Rear Wheel Drive) clutch release bearing on the clutch fork. It also shows related common wear areas associated with broad application.

Related topics include:

Worn pivot ball studs
Worn fork-to-bearing contact pads
Worn Guide Tubes
Why is my new release bearing off center?
What does this cam do on the side of the bearing?

Incorrect release bearing installation is a common occurrence and can be easily avoided.

NOTE: The fork and spring clips must be installed between the two flanges of the collar of the release bearing.

If improperly installed:
1) Clutch will NOT release correctly.
2) Release Bearing will fail prematurely.
3) Damage may result to other parts of the drive system.

This video applies to the following Perfection/ZOOM clutch sets:

Part No.
30015
30016
65-1483
65-1675
65-1675A
65-1800
65-1862
65-1862A
65-1898
65-1900
65-1901
65-1901A
65-1902G
65-1902GA
65-1904
65-1904B
65-1909
65-1909A
65-1909C
65-1920
65-1920A
65-1920C
65-21
65-47803
65-47808
65-5505
65-5505A
65-56
65-70054
65-9091
65-9091C
HP1675-1
HP1675-1A
HP1877-1A
HP1877-1D
HP1900-1
HP1902G-1A
HP1904-1
HP1904-1B
HP1909-1
HP1909-1A
HP1909-1D
HP1911-1
HP57-1
HP70054-1
HP9091-1
MF1675-1
MF1675-1A
MF1877-1A
MF1877-1D
MF1904-1
MF1909-1
MF1909-1A
MF1909-1D
MF57-1
MF70054-1
MF9091-1
MU04163-1
MU04163-1SK
MU1483-1
MU1647-1G
MU1675-1
MU1675-1A
MU1860-1B
MU1862-1
MU1862-1A
MU1877-1
MU1877-1A
MU1877-1B
MU1880-1
MU1900-1
MU1901-1A
MU1901-1B
MU1902G-1A
MU1904-1
MU1904-1B
MU1909-1
MU1909-1A
MU1909-1C
MU1911-1
MU1950-1
MU21-1
MU47803-1
MU5505-1
MU5505-1A
MU56-1
MU57-1
MU70054-1
MU9091-1

2005 Dodge Ram 2500, 3500 5.9L Diesel, Transmission Identification and Clutch

Dodge made a mid-year change to the transmission, flywheel and clutch assembly for 2005 Dodge Ram 2500, 3500 5.9L Diesel trucks. The clutch sets and flywheels are not directly interchangeable and the correct sets must be selected for servicing. The question is...which transmission does the truck have in it? The two choices are a NV5600 or a G56 transmission.

The NV5600 transmission has a cast iron case like in the image shown below.

The G56 transmission has an aluminum case like the image below.

The next picture is the easiest way to identify which transmission is in the truck without getting under the truck. Just get in the truck and you will see that the G56 has reverse located to the LEFT and DOWN and the NV5600 has reverse located to the RIGHT and FORWARD. Pretty easy, right?

Using these qualifiers will help you buy the proper clutch for the 2005 Dodge 5.9L clutch system.

Buy a clutch set now for your 2005 Dodge Ram at Amazon.

This post has affiliate links. Thanks for supporting our blog!

Calculating Clutch Torque Capacity

Clutch Disc with Organic Friction Material

Let's talk about torque and how the torque handling ability is calculated for an automotive clutch.

The formula looks like this:

Torque Capacity (lb-ft) = F ● Rg ● N ●µ

The torque capacity of a clutch can be calculated if the following four values are known.

1) F = Clamp load applied by the cover assembly in pounds (lb).
2) Rg = The mean radius, or radius of gyration, of the friction material in feet (ft).
3) N = The number of friction surfaces, one disc has two surfaces.
4) µ = The coefficient of friction of the facing material.

Let's go through them in order.

Click Image to buy this
book on Amazon.

First of all, the clamp load applied by the cover assembly will be something that the manufacturer or distributor will have to give you. This number can range from (but is not limited to) 800 lb. to 3,200 lb. For our import car example we will use 950 lb. Special equipment is needed to calculate this number. Contact the company you bought your clutch from as they should be able to tell you the clamp load number for the cover assembly in your particular vehicle.

The second variable is the mean radius of the of the friction material in feet. This is also known as the radius of gyration. At first glance it might sound simple to calculate but it actually involves a few steps. I will go through an example of how to calculate it. The first thing you need to do is measure the outside diameter of your clutch disc (a.k.a. driven disc) in inches.

Then measure the inside diameter of the clutch disc (at the edge of the friction surface) in inches. The Radius of Gyration in Feet = Square Root of (Outer Radius in Feet Squared + Inner Radius in Feet Squared / 2) .
Note that this formula says RADIUS of gyration in FEET. Remember that your diameter numbers will have to be coverted from inches to feet and then divided by two to get the RADIUS in FEET.

For example, if you have a clutch disc with facing that has outer and inner diameters of 8.35" x 5.91" respectively, then that would translate into radii in feet of 0.348' x 0.246' respectively. Then we plug these numbers into the radius of gyration equation. The Radius of Gyration in Feet = Square Root of (0.348' squared + 0.246' squared / 2). The final number for this example would be 0.30 ft.

That pretty much takes care of the complicated stuff. Next you would need to know the number of friction surfaces. 1 disc = 2 surfaces, 2 discs = 4 surfaces, 3 discs = 6 surfaces...... You get the idea. The example here will have 1 disc (N= 2 surfaces).

The last number you will need to know is the coefficient of friction of the disc's facing material. In general, the following numbers can be used for most automotive clutches if you just know the basic material the friction is made of:

Stock Organic Facing Material = 0.25
Carbon/Kevlar Material = 0.28
Kevlar Material = 0.36
Ceramic Material = 0.38
Steel Material = .40

Coefficient of Friction numbers can vary from manufacturer to manufacturer but these numbers are well within reason for the types of material listed and should also provide a slight safety factor which means that each material might have a slightly higher coefficient of friction at lower operating temperatures. Our example will use a stock coefficient of friction of 0.25.

These 4 values can now be entered into the formula and multiplied to determine the torque capacity of this particular import car system.

Clampload = 950 lb.
Mean radius in feet = .30 ft.
Number of friction surfaces = 2
Coefficient of friction .25 (organic facings)


950 lb. ● .30 ft. ● 2 ● .25 = 142.5 lb-ft


As mentioned earlier, this value includes a designed in safety factor that is in excess of the expected maximum engine torque.

If you don't feel like calculating this on your own use our handy clutch torque calculator found HERE.



Related Page:

Clutch Torque Calculator

No Release / Air Trapped in Hydraulic Release System

Applications:
1983-94 Ford Ranger - 2.8L and 3.0L
1991-94 Ford Explorer - 4.0L
1991-94 Ford Bronco II - 2.9L
1993-97 Ford Explorer - F150-350 - Ranger
1986-95 Ford Aerostar

These applications require special procedures to bleed the hydraulic system properly. The mounting position of the master cylinder on the firewall traps air in the rear portion of the cylinder. Before bleeding the system, remove the master cylinder from the firewall and position it so the reservoir end is higher than the push rod end. This will enable air to escape from the rear position of the cylinders. Use only approved hydraulic fluid recommended by the manufacturer. We highly recommend the use of a Phoenix Systems V12-205 V-12 Injector Bleeding System with Smart-Pak. For additional information, refer to Ford bulletin #93-12-19.

Clutch Pedal Squeak Noise

Applications:
1984-95 Chevrolet -GMC S/T Series Pickup
1994-95 Chevrolet -GMC C/K Series Pickup

A squeaking noise may come from the clutch area when the clutch pedal is not engaged. This noise will stop when a slight amount of pressure is applied to the pedal. The noise may be confused with a noisy clutch release bearing. This noise is usually caused by a dry clutch fork pivot ball stud which causes metal to metal contact with the clutch fork. This will also cause extreme wear and allow the pivot ball to become out of round. As a result, the fork will not rotate properly causing release problems. A JEGS Performance Products 601020 Clutch Pivot Ball Stud is now offered that will enable lubrication without removal. For full details please contact your local dealership and refer to “Technical Service Bulletin” # 16-73-01 for the C/K trucks or #56-73-01 for the S/T trucks. This post contains affiliate links. Thanks for supporting our blog!

The Friction Zone and Multiple Clutch Manufacturer Designs

Figure 1 - Friction Zone

The friction zone is the range of driver control from a totally released clutch to full engagement of the clutch. It is used to start a vehicle in motion from a standing start both forward and reverse. This directly determines proper clutch feel and function in addition to the ability of it to transmit power from the engine to the drivetrain. During this time the driver must be in control of the vehicle, not a chattering clutch in control of the vehicle. This is when chatter would occur, and it interferes with the ability to totally control vehicle speed and position.

Figure 1 at right represents the pressure plate just beginning to touch and compress the friction material facings and the marcel cushion springs in between them. This compressible section along with the friction material creates what many refer to as the “Friction Zone”.


Form, Fit & Function

Figure 2 -  Variations of Cover Assembly Designs
of the Same Part Number

Figure 3 - Lever to Table Dimension

One of the issues customers are often confused about is why the parts removed do not look like the ones being supplied in the new clutch set. Take a look at one of the most popular applications, the Ford Ranger. Due to the popularity of this range of trucks, almost every company that manufactures clutches in the world offers a cover assembly for this application. This allows for a lot of potential confusion in the field when a customer attempts to match the old to the new. Take a look at the examples in Figure 2.

The collection in the image shows seven different part numbers from six different countries. One other variation is not shown so that would make it 8 variations for this one application!

How does this affect the customer, countermen and installer? Only two of the pressure plates (aka cover assemblies) look alike. The others are all built from the standard designs that these various companies like to use. All of them fit the flywheel and all work within their respective designs and specifications, but most of them would raise an eyebrow or two at the counter. This is where the fun usually begins.

 Out comes the 12” ruler, tape measure or even a pencil as a gauge. The customer and countermen should be truly commended for trying to figure this part out, but it cannot be done on the counter by comparing measurements of un-installed clutches. The cover assembly must be correctly mounted to a flywheel using either a new clutch disc or precision steel gage blocks like used on a clutch testing table in a lab.

Then the clutch should be cycled (engaged and disengaged) several times. Only after cycling, can one accurately check the Lever to Table dimension or diaphragm spring lever tip height (see Figure 3) and plate lift at the specified release travel and see if the system releases. Note that the plate lift at the specified release travel is not a published number.

One would have to tear this setup down and set up the other seven systems and repeat the entire process to get true comparison numbers. If the customer has any doubts about the fitment of parts please do not hesitate to call the tech line at the company from which you bough the part. They can provide you with all the information you need to verify a part and save you lots of time.

The only bench comparison that is possible to measure is the inside diameter (ID) and outside diameter (OD) of the pressure plate casting. Also, it is possible to compare the bolt pattern and dowel pin pattern. Even this simple comparison can cause confusion due to staggered or offset dowel pin patterns (i.e. Nissan, Honda and Toyota).

Do not forget that GM, Ford and Dodge often use 2 or 3 smaller bolt holes that act as pilot holes for special shoulder bolts. One of the easiest ways to compare confusing bolt or dowel pin patterns would be to trace the pattern on a piece of cardboard using a fine point pen or pencil. Note that dowel pin holes are usually evenly spaced between the bolt holes, or adjacent to the bolt holes. Once traced, place the cover being compared on the pattern and rotate the clutch to find the matching pattern.

Clutches can be very confusing to understand and it can only help the process if the parts do the best possible job in terms of function. It is a real plus when they match Form and Fit at the same time.

Removal and Servicing of Clutch Master Cylinder to Slave Cylinder Connections

Techniques for disconnecting and connecting the clutch hydraulic line at the concentric slave cylinder are demonstrated in this video. The described procedures apply to clutch hydraulics on various vehicles from the Ford, GM, Chevrolet and Dodge families.