SOLVED: Which way to install a Dana Angle Link clutch

[TCRIMSONK]

I've had my transmission out four times in the past two months. I've been trying to adjust my Dana Spicer Angle Link pressure plate and clutch linkage repeatedly, and could not get the clutch set up properly. I've spent about a week of vacation time fighting with this thing, and have gotten very

I was concerned that I had installed my clutch disk backwards, but after lots of searching on Binder Planet, I was convinced that I had installed my clutch with the "thick side" facing out, and therefore, that wasn't my problem.

Still, no matter what adjustments I made, either the clutch wouldn't disengage, or it would slip. I gave up on trying to figure it out, and ordered a rebuilt pressure plate and clutch from Fort Wayne Clutch.

My order just arrived. The shipping was fast, and the parts are in good shape. I'm also happy with the price I paid. I would have ordered the coveted Rockford style of clutch, but Fort Wayne says they can't get cores for that style. So if you have some laying around, you might want to give them a call.

Well now that I have the rebuilt clutch in my hand, I can see that my clutch disk WAS installed backwards all along. The information I've found in these threads has been vague at best, and sometimes outright inaccurate. So I'm posting pictures to set things straight.

First of all, some people have said that you want to make sure that the springs are facing out. Maybe they were talking about a different kind of clutch, but on the Angle Link, the springs are visible from both sides of the clutch, so this is a meaningless indicator.

Others have said that the thicker side of the clutch should face out toward the pressure plate. As you can see in the attachments, one side of the clutch has a thicker spline section, while the other side has a thicker spring section. It's the (slightly) thicker spring section that should face out toward the pressure plate. The more evident thicker spline section faces in to the flywheel.

Please take a look at the attached images if you're having trouble figuring out which way to install your clutch.

[Jay Tabor]

a simpler way is put the disc on the flywheel and notice if the center section touches the flywheel or not, one side is flat- [flywheel side] the other side of the disccentersection[hub] is raised section, it faces to the rear-transmission side.
that goes for any disc.

[db1115]

I'm confused now.

[Thomas]

---Good job. I always sent my cores back to FWC&D. They always offered return shipping labels for the cores at no extra charge, so cores should not be an issue. I had full intentions on sending my collection of cores to them for others to use. I really hate to hoard parts but there is no reason why they should be out of cores with their return shipping policy, not unless someone is buying the kits cheap ($250±) and reselling them for double/triple the price... and in turn, cornering the market. Hell, I'd send them mine postage paid if I didn't think someone was playing dirty, but it looks like I have to hoard so when I need one, I can have it in three days or less!!!

---So to sum it all up, you found that you had it installed backward and the "high side" (not thick side) of the clutch disc goes toward the rear of the vehicle(?)... which would make sense that if your pressure plate had to reach further, over-extending, to contact the pads, it was slipping.

-I don't know why it would be different, but go with me on this:

---Just in case it is not known by readers... like me, with this style (Dana Angle Link?) pressure plate, in regards to "external balancing", is there a mark on the pressure plate and an L (no idea what "L" stands for, but that's how it is) stamped on the flywheel? My Rockford & flywheel have this, and that* is how you balance the engine with the clutch, no other way, no matter what, unless you want to pay a driveline specialist to "Detroit Balance" (why!!!?).

---On the rockford for SIIs and such, the L is stamped on the front side of the flywheel. As 70scout800 mentioned in the post you linked, directing readers here, the marking of the pressure plate and flywheel is if you are re-using the old components, not for knowing which way the disc is installed, or installing just a friction disc, so you can balance the engine. However, with a new pressure plate, it would have a colored dot for balancing purposes... "place colored dot as close to stamped L as possible"... which with the Rockford style clutch, is only one way since it has three mounting tabs and can only be installed correctly, 1/3 of the time unless attention is paid to the L and colored dot. I don't like those odds, so I am glad I read the manual prior to, during, during and after working on mine.

---I don't have any older FSMs/FRSMs to review, is why I ask. I will look through my Vintage CD and post that info here later, to help you with this... and hopefully no one else will go through the grief you had experienced.

---By chance, is that the "Auburn Style" clutch?

[TCRIMSONK]

Originally Posted by Thomas

---Just in case it is not known by readers... like me, with this style (Dana Angle Link?) pressure plate, in regards to "external balancing", is there a mark on the pressure plate and an L (no idea what "L" stands for, but that's how it is) stamped on the flywheel? ...

---By chance, is that the "Auburn Style" clutch?

This is a Dana Spicer Angle Link clutch. I have no idea if that's the same as an Auburn Style.

I don't remember an L on the flywheel. My impression was that the slant-4 engines are not internally balanced, so for them, the flywheel orientation matters. I read somewhere that the SV V8 was internally balanced, so I could use any SV flywheel in any orientation without trouble. That's what I did, and it runs fine, so either I read right, or I got really lucky.

[Thomas]

Originally Posted by TCRIMSONK

This is a Dana Spicer Angle Link clutch. I have no idea if that's the same as an Auburn Style.

I don't remember an L on the flywheel. My impression was that the slant-4 engines are not internally balanced, so for them, the flywheel orientation matters. I read somewhere that the SV V8 was internally balanced, so I could use any SV flywheel in any orientation without trouble. That's what I did, and it runs fine, so either I read right, or I got really lucky.

---Found in the online (trap) version of the manuals (I misplaced my CDs), that the Auburn is the open faced clutch. Says "Auburn clutches are distinguished by the open cover design". Borg & Beck/Rockford (9-spring) & Diaphragm are the other types.

---Yeah, it was told to me many years ago, that the Auburn was a good clutch, but you could not interchange pressure plates... and it's been a while, but maybe they said flywheel as well. The only thing I was warned about relating to them was not to purchase a Raybestos manufactured, rebuilt/relined disc. The Auburn has been used on IH tractors for a looong time with no issues or complaints.

---I did read something here a while back, that pertained to the "flipping" of the clutch disc when installing on a SD33. No idea if that is where people got confused as to which way it went, but could be. Again, sorry you got stuck and happy you're in the driver's seat again.

---The SV8s are externally* balanced. Not sure if the L4s are Neutral. If you have had your SV8 up to 50+mph or 2500RPM since the install and felt no vibration, then ya got lucky or the clutch setup is* different. If the pressure plate had a colored dot on it, then I'd feel safe saying you got lucky. Good job either way and I will look further into the Auburn/Angle Link when I find the discs and post the PDF here for others.

[sandro]

You can get what you want

[Thomas]

-Yes,

---The Dana "Angle Link" is in fact the same animal as the Auburn Style Clutch. Fort Wayne would have been able to clarify if it would have been suspected. FWIW, their boys & girls who like the Scouts would have spent much time on the phone dishing out information. Calling them for info has always been like talking IH at the gas pump or making a quick call to order one thing from a SLLP distributor.

---Here's a simple text file from the Diesel Progress North American Edition of May, 2001.