A fully hydraulic system sees the actuation of the clutch completely taken by the hydraulics through the Concentric Slave Cylinder (CSC).

Most clutch release systems have either a semi-hydraulic or a fully hydraulic system. Originally a cable was used from the pedal to the clutch fork however as modern engine compartments are narrowing this method is no longer used. The clutch cable from the pedal to the clutch fork is replaced by a hydraulic line, master cylinder and slave cylinder. In this configuration the clutch fork is actuated by the slave cylinder.

Dry Double Clutches are serviceable and do wear. Replacing a DCT does require some speciality tools to remove and refit the replacement clutch and this can be dependent on the specific DCT system.

DCT consists of two sub-transmissions located in one transmission housing. Each sub-transmission is designed like a manual transmission with its clutch assigned to it. Depending on the engine’s torque and space, the clutches can be either a wet for high torque applications or dry design which is more economical.

Semi-Auto Transmission also known as clutch-less manual, automated manual or auto-shift gearbox (ASG) can be found in many different modern vehicles. Similar to a traditional torque converter automatic transmission the select lever has a neutral, reverse, automatic and manual gearshift position.

FEATURES, ADVANTAGES. A DMF is designed to reduce the torsional vibrations in the powertrain therefore generally a clutch disc used in a DMF has no torsional dampeners. If a vehicle is converted from a DMF to a solid mass flywheel the clutch disc is now required to dampen noise and vibrations. This is done by using a multi-rate clutch disc which reduces most of the noise and vibration however in some vehicles higher vibration and noise can be experienced compared to the standard DMF.

This tech tip relates to Holden Alloytec V6, DMR2317N-CSC, DMR2317NHD-CSC, MSX-2317-CR. Gear selection and non-release issues may arise following incorrect bleeding. Here's a quick how-to. IMPORTANT: The end of the hose must remain submerged during this bleeding procedure.

Upgrade: Change the friction material. This will not only increase the torque capacity but will also improve the heat properties. While most original equipment (commonly organic) are excellent for drivability, they fair poorly for high-performance needs because of low torque capacity when hot. This is a specially designed friction material engineered to offer an increase in torque capacity while not degrading its coefficient of friction in high temperatures. Cerametallic friction material provides a massive increase in torque capacity due to a high level of heat resistance, and thus suitable for high performance and racing applications. The grade of the material can differ depending on the manufacturer; delivering varying levels of friction and thermal properties.