Catmando clutch operating instructional manual.

The only difference between the mDrive and iDrive use to be the selector. The Volvo use to have the ball buster at the side of the drivers seat where the Mack was a dash mounted. The AMT Volvo's my company have use a dash selector now.

 

Then why does it have a clutch actuator? The only fully automatic truck transmission is the Allison

 

Inside of one. Pic stolen from wiki.

 

I’m not grinding an axe. Rather having a debate with a peer. If you don’t use knowledge locked in your brain it’s lost forever.. no I’m saying with a setup that pulls on the throw out bearing to release the clutch every time you step on clutch pedal you pull that crankshaft toward the back of the engine putting pressure on the front thrust 1/2 which is the non load side. If the clutch is out of adjustment that fork is pulling on that all the time. It’s why free travel is so important. If you sit and hold clutch depressed with the engine running you’re applying pressure to the non load side. The trans is the load side it pushes the crank forward when clutch is realeased or applied. So every time you double clutch you’re checking ing the end play of the crank at said engine RPM.

when you float you are not pulling the crankshaft to the rear, it may move a bit rearward as the gear train relaxes then when the throttle is reapplied gently in my case pushed forward as there is nothing you can do about the pressure on the load side of the engine. In short whether you use the clutch or float the very same pressure is applied to the thrust. The throttle or gear train wind up determines if it’s a steady force or a snap. You and I both know that no matter how slow that clutch is released there is times vehicle speed and gear speed do not match same result. I say that the thrust bearing argument has more negative from clutch use than not. Again they were designed to be used with a clutch so we’re arguing over a moot point. I am just curious for a further explanation on how floating is hard on thrust washers

 

I agree the dampener springs are there for a smoother engage. It’s their job. When they are toast that lurch is hard on everything. With wear on front thrust washer it’s clutch related. No free travel in my experience. The back is a normal condition that in my opinion can be more or less determined by usual load, driver etc. I mean a truck in severe duty gets a bottom end more often. A truck that pulls light stuff etc will have less wear in my opinion. I have seen where engines have been rigged to run say a generator off front pulleys with the flywheel turning nothing and the thrust washers are always reversed to accommodate that. I have also seen a transmission pulled in the last 1/2 with bolts on a 6NZ that had blow by immediately noticed when the customer picked it up. It locked up on the way to a friend’s shop to see what happened. Thrust was eat plum up from the constant pressure. Tits, tires, diesel fuel, perfume, and glitter in any or all combinations or 1 by itself is a complex not 1 size fits all situation. Not a jab but Cummins guys gotta move the stick so it seems more troublesome than a CAT. I move my stick at can’t tell it’s moving speed and roll out as well as into the throttle. So in my mind no way it’s in a bind or it wouldn’t do that. Much like even double clutching if your speed gear and RPM doesn’t match it doesn’t want to go a clue that ####s gonna get different if you force it

 

I've made 7 or 8 service calls for trucks that wouldn't pull due to clutch adjustment. Blows my mind how someone could let a clutch get so far out that it slips, let alone not move.

And yes, soon as you lose free travel, you're pulling on thrust washers, and not far from slipping the clutch.

Same guys grind into gear every stop.

 

So they have a torque converter?

I'm not being an ###.... I really don't know.

 

The allison might, I read somewhere on here that a company is putting them in OTR trucks now. Usually they're found in things like trash trucks and buses.