The friction plate is fitted between the engine flywheel and the clutch pressure plate and is allowed to slide on the transmission input shaft splines. It consists of two circular facings of friction material riveted in position to provide the clutch bearing surface and a spring cushioned hub to damp out transmission shocks.
The pressure plate assembly is bolted to the engine flywheel and is located by three dowel pins. When the engine is running, drive is transmitted from the crankshaft via the flywheel to the friction plate (these components being clamped securely together by the pressure plate assembly) and from the friction plate to the transmission input shaft.
To interrupt the drive, the spring pressure must be relaxed. This is achieved by a sealed release bearing fitted concentrically around the transmission input shaft; when the driver depresses the clutch pedal, the release bearing is pressed against the fingers at the centre of the diaphragm spring. Since the spring is held by rivets between two annular fulcrum rings, the pressure at its centre causes it to deform so that it flattens and thus releases the clamping force it exerts, at its periphery, on the pressure plate.
Depressing the clutch pedal pulls the control cable inner wire and this in turn rotates the release fork by acting on the lever at the fork's upper end, above the bellhousing. The fork itself is clipped to the left of the release bearing.
As the friction plate facings wear, the pressure plate moves towards the flywheel; this causes the diaphragm spring fingers to push against the release bearing, thus reducing the clearance which must be present in the mechanism. On early models, to ensure correct operation, the clutch must be regularly adjusted. On later models the clutch cable has an automatic adjuster built into the cable.
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