Schaeffler’s REPXPERT team has issued a technical bulletin detailing best practice clutch replacement for a 2012 Ford Transit fitted with a 2.2 TDCi engine that has covered more than 113,000 miles.
The vehicle arrived for service diagnosed with a worn clutch due to slight clutch slip,
and the customer was advised to replace the dual mass flywheel (DMF) simultaneously because the vehicle typically transported heavy loads.
To execute the repair, a Schaeffler LuK RepSet DMF kit was ordered, containing all necessary components designed to work together without mixing and matching different brands. Before starting the work, technicians scanned the QR code on the side of the box using the Schaeffler REPXPERT app to check for critical service information and bulletins, noting that a brief scan can prevent overlooked service instructions.
Recommended workshop equipment for the procedure includes a two-post or wheel-free vehicle lift, an engine support, a transmission jack, a self-adjusting clutch tool, a waste oil drain system, and a pressure bleeder for clutch bleeding.
The repair process begins on the ground by connecting a backup battery to retain the radio code, followed by disconnecting the negative battery lead located under the driver’s seat.
Technicians then open the bonnet to remove the engine cover, the air filter and box assembly—which provides necessary access for removing the gear cables—alongside the upper section of the gearbox mounting, electrical multiplugs, and upper bell housing bolts. The flexible section of the hydraulic clutch pipe must be clamped and disconnected from the concentric slave cylinder (CSC).
With the vehicle still on the ground, workers slacken both front hub nuts before raising the lift to access the underside, where the gearbox oil is drained and both front wheels are removed. The procedure continues by releasing both bottom ball joints, removing the hub nuts, releasing the offside driveshaft support bearing, and removing both front driveshafts along with their outer CV joints from the hubs.
Further under-vehicle work requires removing the lower gearbox mounting, starter motor, electrical multiplugs, and remaining bell housing bolts, while leaving two easily accessible bolts temporarily to support the gearbox. Mechanics then lower the lift, support the engine with an engine brace, remove the gearbox mounting, and lower the engine slightly to facilitate gearbox removal.
Finally, the lift is raised again, a transmission jack is positioned to support the gearbox, and the last two bell housing bolts are removed. Once the gearbox input shaft is clear of the clutch, the transmission jack is lowered to remove the gearbox completely from the vehicle.
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