Clutch specifications (Hyundai Getz 1)

Tightening torques for threaded connections, Nm

Pedal to bracket mounting bolt	25–35
Master cylinder to pedal bracket mounting bolt	17–26
Union nut for pipeline fastening	13–17
Pipeline holder	4–6
Working cylinder mounting bolt	15–22
Hollow bolt for fastening the pipeline to the working cylinder	25
Clutch housing mounting bolts	15–22
Nut securing master cylinder pushrod to pedal	9–14
Ignition interlock switch mounting nut	8–10

Technical specifications

Clutch drive type	Hydraulic
Clutch slave disc	Dry, diaphragmatic
External/internal diameter of driven disk, mm	215/145
Clutch housing assembly with pressure plate	With diaphragm pressure spring
Inner diameter: working cylinder, mm master cylinder, mm	20,64 15,57

Data for checks and adjustments

Clutch drive type	Hydraulic
Thickness of the driven disk (in free state) mm: engines 1.3; 1.5 and 1.6 l 1.1L engine	8,5±0,3 8,0±0,3
Free travel of clutch pedal, mm	6-13
Clutch pedal height above floor, mm	160,7
Clutch pedal travel, mm	140
Clearance between working cylinder and piston, mm	0,15
Clearance between master cylinder and piston, mm	0,15

Lubricants used

Place of application	Name
Contact surface of the fork with the clutch release bearing	CASMOLY L9508
Inner surface of clutch release bearing	CASMOLY L9508
Working cylinder mirror, piston outer surface and cuff	DOT-3 brake fluid or DOT-4
Clutch driven disc splines	CASMOLY L9508
Master cylinder mirror and piston outer surface	DOT-3 brake fluid or DOT-4
Master cylinder push rod, push rod shaft and washer	Wheel Bearing Grease SAE J310a, NLGI No.2
Clutch pedal axle and bushings	SAE J310a, Chassis Grease, NLGI-No.1
The contact surface of the clutch release fork with the push rod of the working cylinder	CASMOLY L9508

General information

The clutch is located between the engine and the gearbox and is designed to disconnect and connect the flywheel located on the engine crankshaft and the input shaft of the gearbox.

The clutch consists of a driven (friction) disk, a clutch housing with a pressure disk and a diaphragm spring, and a clutch release mechanism. The friction disk consists of two annular friction linings, which are fixed to the hub through damper springs.



The diaphragm spring mechanism creates a force that combines the work of the flywheel, pressure plate and slave disk to ensure joint rotation, in which case the clutch is engaged and transmits torque from the engine to the gearbox. The clutch is controlled by the clutch pedal.

The clutch is released as follows. Pressing the clutch pedal moves the piston in the master cylinder, compressing the fluid, the pressure of which is transmitted through the hose to the slave cylinder of the clutch, the piston of which, in turn, acts on the clutch release fork. The clutch release fork moves the clutch release bearing, which presses on the center of the diaphragm spring, thus releasing the engagement force along the perimeter of the spring and moves the pressure plate back. This releases the slave disk, after which the engine shaft and the gearbox shaft can rotate independently of each other.

Friction linings are fixed on both sides of the driven disk. The leading part of the disk is connected to the hub through the parts of the torsional vibration damper, which provides an elastic connection between them. The vibration damper reduces dynamic loads that cause twisting (untwisting) of the transmission shafts, which occur when the vehicle speed changes abruptly, when driving over uneven roads, when the clutch is abruptly engaged, and also due to uneven engine torque. Elastic vibrations of transmission parts lead to noise in mechanisms and units, as well as vibrations, which may result in damage to the parts if the amplitude of elastic vibrations reaches significant values. The damper serves to absorb the energy of elastic torsional vibrations.