Transmission Parts

The LuK RepSet is the industry’s most recognized and trusted clutch brand. When you install a LuK RepSet, you get a replacement set with the same flawless performance as our original-equipment parts.

Designed and engineered to perfectly match the vehicle’s unique performance characteristics, every LuK RepSet is tested and guaranteed to meet critical performance specifications, including torque capacity, material hardness, hub spline tolerance, wear capacity, clamp load, pressure plate lift and torsional vibration dampening. That promise is backed by the industry’s most trusted warranty. LuK clutch kits, RepSetPro available from Component Distributors in Ireland

Each LuK RepSet contains everything you need to get the job done right:

In addition, LuK offers the industry’s best technical support online, on-call and in print.

LuK supplies clutch master cylinders in an all-plastic design. These are produced with a number of cross-sectional areas and connection geometries (eg: bayonet, flange). Due to the selected combination of piston and seal materials and type of lubricant used, these components remain silent during the actuation process.

A clutch release bearing is a clutch component which, upon activation by the clutch pedal, allows the clutch to disengage. If the vehicle is allowed to idle in gear with the clutch pedal depressed, asopposed to idling in neutral with the clutch released, the clutch release bearing can be worn out.

Semihydraulic
A development comparable to that for the clutch master cylinders has taken place in the use of plastics in the design of external slave cylinders. Similarly to the concentric slave cylinders, it is possible to integrate additional functions.

Concentric
Hydraulic concentric slave cylinders combine a number of different functions in a compact unit that can be easily mounted to the gearbox. In order to increase the level of functional integration (e.g: ventilation, vibration damping), LuK makes extensive use of plastic materials in the design. To minimise pedal-force, a new lubricant has been developed especially for application in concentric slave cylinders. This guarantees consistent performance throughout the service life.

LuK
LuK was the first manufacturer in Europe to develop and sell a dual-mass flywheel in large-scale standard production that was able to realize this physical principle. The name says it all: The mass of the conventional flywheel was simply split in two. One part continues to belong to the engine’s mass moment of inertia, while the other part now increases the mass moment of inertia of the transmission. The two decoupled masses are linked by a spring/damping system. One clutch disc, without a torsion damper, between the secondary mass and the transmission handles the engaging and disengaging functions. A favorable side effect is that the transmission is easier to shift because of the low mass to be synchronized, and there is less synchronization wear.

A glance at the benefits of the Luk dual mass flywheel

This all makes the LuK dual mass flywheel the ideal solution.

With one drawback: the higher the mass reactance of the vibrating masses, the more excessive the resonance increase and associated torque peaks. With the dual mass flywheel, this would be easily perceived when starting and stopping the engine; much more easily than with a conventional clutch system. Additionally: the smaller flymass of the engine has less of a stabilising effect on the speed fluctuation of the engine.

Thanks to decades of experience in clutch building, the LuK specialists were able to find an excellent solution to this problem. An additional damping device effectively prevents resonance overload. In normal operation, however, this additional damping device has no function and the torsional vibrations of the engine are filtered out by spring dampers.

Friction and spring rate – the correct ratio is important.
For optimal vibration isolation and soft resonance passage when starting and stopping the engine, the ratio between friction and spring rate must be optimal. The length of the springs is a key factor: The softer a spring, the more efficiently vibrations are isolated. The extra-long springs of the latest generation of dual mass flywheels significantly reduce the spring rate compared to a first generation dual mass flywheel. In routine driving operations, excessive resonance increases are kept almost completely away from the gearbox.

A small bearing in the center of the flywheel end of the crankshaft, which carries the forward end of the clutch shaft.

A CV Boot is a rubber casing that encloses the CV Joint, protecting it from water, tar, grit and debris from the road.

Constant-velocity joints (aka homokinetic or CV joints) allow a rotating shaft to transmit power through a variable angle, at constant rotational speed, without an appreciable increase in friction or play. They are mainly used in front wheel drive and all wheel drive cars. Rear wheel drive cars with independent rear suspension typically use CV joints at the ends of the rear axle halfshafts, and increasingly use them on the propshafts.

The shaft connecting the Transmission Output shaft to the Differential Pinion shaft. It transmits power from the transmission to the Differential. It is found primarily on rear-drive vehicles. There is usually a Universal joint on either end. Also called propeller shaft.

A flexible double-pivoted joint that allows driving power to be carried through two shafts that are at an angle to each other. It consists of two Y-shaped yokes and a cross-shaped member called the spider. The four arms of the spider are assembled into bearings in the ends of the two yokes. With the normal cross-and-two-yoke universal joint there is some change in speed when the driveshaft and the driven shaft are at an angle to each other. The change in speed occurs because the driven yoke and driven shaft speed up and then slow down twice with every revolution of the drive line. The greater the angle between the drive and driven shafts, the greater the speed variation. To eliminate this speed variation, which results in increased wear of the affected parts, constant velocity joints are used on many cars. In front drive vehicles, it is called the Constant Velocity joint.

The inner and outer bearings found at each wheel cushion the contact between the wheel and the spindle it sits on. They’re packed with grease to prevent wear from the friction produced by the turning wheels.