This Tech Tip is one in a series that we publish for the industrial engine community.  It follows other Tech Tips that we have published on how to maintain your Twin Disc, Rockford, AutoClutch or Stein power takeoff clutch. These include

Tech Tip #48: Maintaining Your Rockford and Twin Disc Power Takeoff Clutch
Tech Tip #67: How to Remove A Troublesome Pilot Bearing (Part 1)
Tech Tip #73: How to Make Your Twin Disc or Rockford Power Takeoff Last Longer and
Tech Tip #95: Removing a Troublesome Pilot Bearing (Part 2)

Foley Engines has been in business for almost a full century. We have the people, the know-how and the inventory to help you with your Twin Disc®, Rockford®, Stein or AutoClutch PTO clutch. We’ll do whatever it takes to keep your equipment up and running.  Just ask the USAF base in Nebraska who called us late on a Friday afternoon. They had several B1s coming in from the Middle East on Saturday afternoon.  But their SP318 Twin Disc front mounted PTO on their Oshkosh truck snow blower was jammed and their main runway was shut down because of a blizzard.  When they first called they didn’t know that it was a SP318 because the data plate had gone AWOL. But with lots of conference calls and a Next Day Air/Saturday AM shipment we helped them get the runway re-opened by the next afternoon, just in time to receive the inbound flights. See Tech Tip #93: Twin Disc® and Rockford Power Take Offs, for more info on how we helped.
In Tech Tip #67: How to Remove a Troublesome Pilot Bearing (Part 1), we presented a new technique for removing a pilot bearing, a technique that also applies to Stein and AutoClutch PTOs. The idea was to pack the ID of the old pilot bearing hole with grease and drive a wooden dowel into the bearing to pop it out.
Silly Putty to the rescue. While grease works most of the time, the grease gets spattered all over the floor.  This doesn’t look so good when you track the grease into your fleet maintenance manager’s office. Here’s another idea. Rather than packing the pilot bearing hole with grease, use Silly Putty.  No muss, no fuss.
Of course if you still can’t get the darn pilot bearing out, don’t give up.  Re-using an old pilot bearing, when installing a new Twin Disc, Rockford or AutoClutch power takeoff, is like putting on a new suit with a stained shirt. (You know the shirt that still has spaghetti sauce on it from the pot luck supper at the VFW you went to last month.) You can re-use a pilot bearing, but why would you when pilot bearings are not much money and we stock them all?
So, if you still can’t get the old bearing out, we found a company named Springer Tool in Riverton, WY that has a new tool to do this. The last time we checked it was under $25.  For more info on their Pilot Bushing Removal Tool, take a look at our Tech Tip #95: Removing a Troublesome Pilot Bearing (Part 2).

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This Tech Tip is one of a series we publish on industrial clutches known as “power takeoff clutches” or PTOs. It follows earlier Foley Tech Tips such as

Tech Tip #48: Maintaining Your Rockford and Twin Disc Power Takeoff Clutch,
Tech Tip #111: Power Takeoff Clutches for Wood Chippers and
Tech Tip #113: Prolonging the Life of Your Twin Disc or Rockford PTO

but this one is different. It focuses on the brand PTO. This AutoClutch PTO is a relatively new automotive-style power takeoff used  commonly on wood chippers and ODB leaf vacuum machines. It is similar to other automotive-style clutches including the Stein clutch by Stein Manufacturing. Because it is an automotive-style clutch it has a pressure plate and disc and not the usual cast iron “clutch pack” found in Twin Disc and Rockford over-center power takeoffs. As a result, the AutoClutch engages more easily and is more field serviceable.
The problem is people running wood chippers, and other industrial equipment, with AutoClutch power takeoffs often don’t know where to buy replacement parts. As a result they go back to their equipment dealer for AutoClutch parts. This can be expensive and time consuming.
But Foley can help. Not only do we stock AutoClutch parts heavily and deep discount them, we also offer an upgraded, greasable throw out bearing and offer good tech support. See Tech Tip #130: How to Get More Life out of Your AutoClutch Power Takeoff for more information. Check out also our Monthly Specials for an example of the AutoClutch parts list we provide.

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Running a Twin Disc®, Rockford, AP, Logan or AutoClutch power take off clutch? Not getting much life out of your PTO?
Foley can help. This Tech Tip presents a new way to prolong the life of your Twin Disc, Rockford, AP, Logan or AutoClutch PTO clutch. In earlier Dr. Diesel Tech Tips we presented several ways to get more life out of your industrial clutch. These included the proper adjustment of the over center PTO clutch, not over greasing it, and using a US made or, minimally, a US branded pilot bearing.

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Helpful Guide to Ease Your Troubles with Your PTO
This Tech Tip focuses on Twin Disc® and Rockford Power Takeoff Clutches.  It  builds on earlier Tech Tips (see for example Tech Tip #113: Prolonging the Life of Your Twin Disc or Rockford Power Takeoff and Tech Tip #48: Maintaining Your Twin Disc or Rockford Power Take Off.)
We have published on Twin Disc PTOs.  Unlike other Foley Tech Tips, this one doesn’t help you do something as much as tell a story about how to save money.

Recently a customer came to us with a failed Twin Disc SP314 PTO.  It was a three plate, 14″ clutch assembly with an SAE #1 bell housing (for more info on SAE Bell housings, see Tech Tip #41: SAE Housings Made Easy and Tech Tip #114: SAE Housings, Available Clutch Sizes, Torque Capacities and Key Dimensions.
Twin Disc Complete Power Takeoff
A Twin Disc SP314 is a big PTO whose clutch pack alone weighs 175 pounds and the entire unit weighs over 400 pounds. This PTO was bolted to the back of a Deutz model BF6L912 engine running a rock crusher in northern Maine. Summer in Maine can be short and the customer was in a hurry.
Frankly, his Twin Disc PTO was a mess. The Twin Disc unit had been poorly maintained and over greased. There was so much excess grease that it filled every nook and cranny within the PTO housing.  The heat from the clutch had baked it into a hard, concrete-like substance that could not be scooped out of the PTO housing.  Because it was rock hard, the baked on grease would have to be chipped out by hand.
Twin Disc Clutch Pack
Additionally, the clutch pack – the heart of any PTO containing the bronze collar, sliding sleeve, hub and backing plate, three rows of fibre facings, etc. – had failed and the drive ring that bolts to the flywheel was beaten up.  We quoted him on a brand new PTO unit for under $4000. This was  complete with the clutch housing, shaft, clutch pack, pilot bearing, and drive ring and ready to bolt on the back of his Deutz diesel and go back to work. We also quoted him on rebuilding his entire assembly and returning it to him cleaned, painted and fully assembled.
But he was on a tight budget and didn’t want to spend any more money.  He told us that all he wanted was a rebuilt clutch pack and he would install it on his shaft himself. The pilot bearing he would pick up locally.
(For more information on Twin Disc Clutch packs vs complete PTOs see Tech Tip #218: Running a Twin Disc Power Takeoff Clutch and Need to Replace it? Here is How to Decide if You Need a Complete PTO or Just a Clutch Pack.)
So we sold him the remanufactured, exchange clutch pack he wanted, and nothing else.  We suggested that he find a competent hydraulic press operator to load his 400 pound PTO  into a 55 ton or larger  press to remove the old clutch pack and press the replacement clutch pack  back on.  We don’t think he believed us that it was a job for a skilled press operator. On the way out he asked our Service Manager if he couldn’t simply beat the old clutch pack off his shaft with a hammer!
We then loaded the remanufactured clutch pack and his failed PTO into his pick-up truck and he headed home.  The next day he called and had us send him the correct pilot bearing. He said he couldn’t find the correct one locally, after all.  We sent it to him with a copy of our Tech Tip #67: installing a Rockford or Twin Disc Power takeoff; How to Remove a Troublesome Pilot Bearing.
A day or so later he appeared at our facility to say that we had sold him the wrong clutch pack. He said it wouldn’t engage the drive ring. We checked it out by trying to insert a new 14″ clutch disc into his old drive ring. We couldn’t do it. When his PTO failed the internal teeth on the drive ring had been damaged. As a result the drive ring wouldn’t accept the clutch. Drive rings for three plate 14″ clutches are expensive. We sold him one at a discount and he headed back to Maine.
We tell this story for two reasons. First, we want to caution power takeoff clutch owners against the risk of over-greasing. With grease we usually say, “More is less”. In this case, we might say, “more grease equals spending more money.”
Moreover, there is another lesson. Anyone running a Twin Disc or Rockford PTO should be aware that often a brand new complete unit from a PTO specialist like Foley is less expensive and will last far longer than piecing together a rebuilt unit, part by expensive part. In this case, a fully assembled new PTO completes with the drive ring and pilot bearing was less than $4000. By buying his parts individually and paying for the labor to have the hardened grease from his old housing cleaned out and the remanufactured clutch pack pressed on his old shaft, he came close to spending $3000 and spent three or four days chasing parts. Yet, after all this, he still had the old main bearings, old shaft, and old housing. Kind of like buying a six pack of beer, one can at a time over the course of a week. That’s an expensive way to buy both clutch parts and beer!
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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A few Helpful Tips on Getting More Life Out of Your AutoClutch Power Takeoff
A lot of people are running AutoClutch PTO units these days on their Bandit, Morbark, or Vermeer wood chipper. AutoClutch power takeoff clutches are an automotive-style PTO increasingly used on wood chippers and other applications where the duty cycle calls for frequent engagement. Seemingly both Twin Disc® and Rockford prefer to focus on the traditional over center clutch style PTO and have abandoned this market to AutoClutch and Stein Clutch. The AutoClutch brand while similar to a Stein is now far more commonly seen. This Tech Tip is about how to upgrade your AutoClutch PTO to last longer and give you better service.
Weekly Adjustment
It is important to keep your AutoClutch in good adjustment. We publish elsewhere on our Foley Engines web site a set of tips on how to adjust your AutoClutch. For more information with how to properly adjusting your AutoClutch, check out Tech Tip #48.
Upgrade Your Throw-Out Bearing
On the left you can see that this is the old style throw-out bearing pressed on to its  sleeve. The throw-out bearing in the AutoClutch PTO can be its weak link. It is neither a sealed for life nor is greasable. Because it is non-serviceable, the AutoClutch PTO bearing has a short life. Especially in a difficult application such as a wood chipper where it is banging in and out all day long.
Not only is this AutoClutch throw-out bearing not serviceable, it is not a common bearing. If you are working in, say, Moncks Corner, SC or Athens, ME and need one of these throw-out bearings on a Friday morning, you might have a hard time locating one within 500 miles and have to fly one in over the weekend.
But we can help. To support our customers we had a new, improved bearing made for us. Foley Engines now offers a throw-out bearing with a grease fitting for the AutoClutch. Greasing it regularly will greatly prolong the life of your PTO. These greasable throw-out bearings are in stock for just $119 and are easily pressed on to your throw-out bearing sleeve. This greasable bearing costs a lot less than the cost of the original bearing/sleeve combination. This is a real win/win: a far better bearing for a lower cost. We’ll even sell you two of them for $195. You can keep one as a spare and never have to pay Federal Express big bucks to fly one in to you when you are broken down. Check out the photo on the right of our new greasable bearing.
Want more info to prevent downtime?
We have recently added a video of this bearing being pressed on to a sliding sleeve to our YouTube Channel.  Our trained mechanics use our OTC 17.5 ton press to securely and properly press the bearing on to the sleeve.  To view the video on our YouTube Channel, simply click here.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Great tips on extending the life of your Rockford and Twin Disc PTO (Part 3)
This Tech Tip, Super Sizing Rockford and Twin Disc® or Auto Clutch Power Takeoff Clutch Pilot Bearings: Prolonging the Life of Your PTO – Part Three, follows earlier tech support material we have published regarding Rockford and Twin Disc and Auto Clutch PTOs. Please take a look at:

Tech Tip #48: Maintaining Your Rockford and Twin Disc Power Takeoff Clutch,
Tech Tip #73: How to Make Your Twin Disc or Rockford Power Take Off Last Longer and
Tech Tip #113: Prolonging the Life of Your Twin Disc or Rockford PTO.

This Tech Tip focuses on the pilot bearing, an often-neglected part of your PTO. Most of us know that the pilot bearing presses into the flywheel and supports the input shaft of the power takeoff clutch. This low cost item is like a mushroom: it lives covered in grease in a dark area and it is often neglected and rarely changed. See for example our

Tech Tip #67: Installing a Twin Disc or Rockford PTO; How to Remove a Troublesome Pilot Bearing and
Tech Tip #95: Installing a Twin Disc or Rockford Power Takeoff; Removing a Troublesome Pilot Bearing, Part Two

for info on how to remove a balky pilot bearing. Unfortunately, Auto Clutch and Twin Disc and Rockford PTO owners often will grab the cheapest pilot bearing that they can find that will fit the flywheel housing bore or in the case of Twin Disc, use one that we believe is under spec’d. Here is another idea, an idea that will prolong the life of your PTO clutch.
SUPERSIZE IT. We think power take off users should super size their pilot bearings. For example, if you are running a Twin Disc Model CX110HP4 or a Rockford Model 4-11256 PTO, the factory advises you to use for the pilot bearing Twin Disc PN M224A or Rockford PN 2-0743, depending on if you have a Rockford or a Twin Disc PTO. This is acceptable if you have a light duty application without much side load on the power takeoff or frequent engagement/disengagement of the PTO. Please note that while the factory recommended pilot bearing for the Twin Disc 10” PTO (and even the 11 ½” PTO) is a single row bearing, the Rockford PTO takes a double row bearing which is far superior. But if you want to get longer life out of your PTO you should consider upgrading to a better, wider bearing. We recommend that for the 10” power take off application an easy upgrade is use a double row pilot bearing that fits the larger 11 ½” PTO. We do not recommend that you use a single row pilot bearing for any application. Moreover, we recommend that you use one that is double sealed, one seal per side to retain the lubrication grease. While the entire pilot bearing will not fit in the flywheel housing bore, it will give you more support, run cooler because it has more lubrication, preserve your input shaft and be easier to remove when it comes time to change it. All in all it is a real win/win situation.
If you are running a larger power takeoff clutch such as an Auto Clutch 1300 or a Rockford 4-34510 or a Twin Disc SP111HP3, we can offer similar upgrades to help you get longer life out of your PTO.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Tips on curing excessive side load problems with Twin Disc and Rockford PTOs
This Tech Tip, one of series that we publish discusses how to address the problem of excessive side loads, which results in short service life with Twin Disc® and Rockford style over center power takeoffs. It builds on tech support information contained in eight earlier tech tips we have published on Twin Disc and Rockford power takeoffs. For additional help and tips, please take a look at:

Tech Tip #48, Maintaining Your Rockford or Twin Disc Power Takeoff Clutch
Tech Tip #114, Available SAE Housing Sizes, Available SAE Clutch Sizes, Torque Capacities and Key Dimensions
Tech Tip #41, SAE Bell Housing Sizes
Tech Tip #67, Installing a Rockford and Twin Disc Power Takeoff: How to Remove a Troublesome Pilot Bearing
Tech Tip #73, How to Make Your Twin Disc or Rockford Power Takeoff Last Longer
Tech Tip #95 Installing a Rockford or Twin Disc Power Takeoff: How to Remove a Troublesome Pilot Bearing, Part Two
Tech Tip #111, Power takeoff Clutches for Wood Chippers and
Tech Tip #113, Prolonging the Life of your Twin Disc or Rockford PTO.

Sometimes customers running Deutz, Deere or Perkins diesels come to us and complain about the short life of Twin Disc or Rockford power takeoffs. They tell us that despite their best efforts their Twin Disc or Rockford PTOs fail too soon. We make suggestions about not over greasing the PTO assembly, scheduling regular clutch adjustments, using good facings, using only US made pilot bearings, etc., but their PTO clutch units still fail too early.
We looked at a couple of failures recently where the PTO input shaft did the Texas Two Step with the pilot bearing and ruined the Twin Disc Power takeoff AND the flywheel. If you have ever priced out a new Deutz flywheel for a BF6L912 series Deutz diesel you can imagine how the customer felt when he saw the egg shaped hole in his Deutz flywheel that used to house his pilot bearing. He was not a happy camper.
Clearly excessive side load on the output end of the power take off shaft was causing these problems. In other words, side loads on the output end of the PTO shaft was pulling it to one side and this side load was causing the other end of the PTO shaft to dance around in the pilot bearing while also causing problems with the power takeoff’s main bearing.
In response to this, we came up with a solution. Foley Engines now offers both standard Twin Disc and Rockford style power takeoffs with a one-piece housing. These units will work well unless you have excessive side loads. We now also have Twin Disc and Rockford style PTOs with a two-piece housing. The two-piece housing PTO has a couple of advantages over the one piece housing design. First, the two-piece housing allows you to unbolt and remove the rear of the PTO housing to work on it while the front of the housing can remain bolted to the engine bell housing. More importantly, the bolts that hold the rear section of the PTO housing onto the front section form a circular pattern. This allows someone with a side load problem to bolt a support plate directly to the back of the PTO using those bolts and bolt holes for the support plate. Using a support plate will prevent the side loads from causing the shaft to deflect or pivot. While your PTO will love you if you use a rear support plate, your Deutz or Perkins flywheel supplier won’t be so happy.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Helpful guide for Twin Disc/Rockford PTOs: Available SAE Housing Sizes, Available Clutch Sizes, Torque Capacities & Key Dimensions
Need help sizing a Twin Disc®/Rockford power takeoff? Do you find Twin Disc PTO Model Numbers confusing? The chart below will help you. The first column “PTO Model Number” lists the available Twin Disc power takeoffs by the number of clutch plates and clutch size. In other words, Twin Disc PTO part numbers are based on the physical size of the PTO and its internal components.

Application Duty Classification

Class 1
Clutch Maximum HP Rating
see note 2

PTO Model
Available. Sizes
Max. Input Torque
Lb. Ft.
Class II
Class III
Class IV
Approx. Weight
in LBS.














The first digit in the alphanumerical Twin Disc model number is the number of clutch plates. The next digit of the Twin Disc model number is the clutch size in inches. Putting this together, a Twin Disc Model C106SP is a single plate, 6″ clutch. The next column lists the available power takeoffs by SAE bell housing sizes. To continue our example, a Twin Disc Model C106HP5 has an SAE #5 housing. If you are rusty on SAE housing dimensions, take a look at our Tech Tip #41, SAE Bell Housings Made Easy!. The next column lists the maximum torque capacity that a particular clutch size will handle. The next two columns refer to SAE duty classifications for PTOs, and the last column gives the weight.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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How a few simple steps can extend the life of your PTO (Part 2)
As most mechanics know, the pilot bearing is pressed into the flywheel and the PTO input shaft rides within it. A worn pilot bearing will cause problems with your Twin Disc® or Rockford clutch and could damage your flywheel. Selecting a good pilot bearing and maintaining it is vital to ensure the long service life of a Twin Disc or Rockford PTO clutch. Saving $5 by buying a Chinese pilot bearing may not be cost effective. We urge customers to select either a US-made pilot bearing or, at minimum, a pilot bearing marketed by a US company when replacing the bearing. We supply US-made pilot bearings with our Twin Disc or Rockford style clutches. For more information regarding pilot bearing, please see our  Tech Tip #118: Super Sizing Rockford and Twin Disc or Auto Clutch Power Takeoff Clutch Pilot Bearings: Prolonging the Life of Your PTO – Part Three.
Maintaining the pilot bearing involves greasing it. Usually by putting a grease gun on the zerk fitting in the PTO housing that then connects to a rubber hose inside the PTO. The problem is that often the grease hose within the PTO is broken or equally commonly the mechanic doing his daily checks, over-greases the clutch. Whatever the cause, excess grease gets on the facings. We urge you to be careful about over-greasing your clutch and to monitor the condition of the rubber grease hose. We stock upgraded replacement grease hoses that come with a protective metal mesh sheath to guard the rubber grease hose.
Rifle Drilled Output Shafts
Because these grease hoses can fail, recently some manufacturers have begun to offer a Twin Disc and Rockford style power takeoff with rifle drilled output shafts with a built in grease fitting on the outboard end. This is preferable to trying to grease the clutch through a zerk fitting on the housing connected to a rubber hose inside that may or may not be broken. Our replacement power takeoffs usually have this rifle drilled output shaft, which should prolong the life of the pilot bearing.
A New Way to Prevent Over-Greasing
Our shop people just came up with a new way to prevent over-greasing your power takeoff clutch. They feel that the PTO user running a shielded pilot bearing should pry off the cover on the bearing side closest to the engine. When the PTO is greased, excess grease will not be forced back onto the clutch pack and the clutch facings but forward into the flywheel where it will be dissipated.
We hope that this Tech Tip has been helpful. We publish these Tech Tips because we feel an obligation to our industry. We want to share our knowledge and help advance and make more productive the community of diesel engine owners and users. We welcome your comments and questions.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Helpful guide for your Auto Clutch, TwinDisc or Rockford PTO
This Tech Tip focuses on the basics of spring- loaded automotive style clutches as used in wood chippers.
Many of our engine customers operate diesel driven power units that have industrial PTO clutches. To support them we sell and service clutches. Like with everything else, clutches have a different terminology than engines. There are two main kinds of industrial clutches. The most common kind is the traditional over-center power takeoff clutch or PTO. These are manufactured by; Twin Disc®, Rockford, AP Clutch, WPT and others. We stock Twin Disc, Rockford, and WPT heavily and sell both new and remanufactured units. We discuss these over-center PTO’s elsewhere on our site in

Tech Tip #48: Maintaining your Rockford and Twin Disc PTO,
Tech Tip #67: Installing a Rockford/Twin Disc Power Takeoff: How to Remove A Troublesome Pilot Bearing,
Tech Tip #73: How to Make Your Twin Disc or Rockford Power Takeoff Last Longer,
Tech Tip #93: Twin Disc/Rockford Power Take Offs: How to Order, and
Tech Tip #95: Installing a Rockford/Twin Disc Power takeoff; Removing a Troublesome Pilot Bearing, Part Two.

The other style clutch is called the “automotive style”. This consists of a spring-loaded assembly similar to what you might find in a pickup truck. It is commonly on wood chippers and tub grinders manufactured by Bush Bandit, Morbark, Vermeer, and Salsco. Chipper manufacturers tend to select automotive style clutches because the spring-loaded clutch is easier to engage and disengage than the traditional over center PTO. While Twin Disc and Rockford do have automotive style clutches (in fact, most Ford powered chippers run Rockford automotive style clutches) these brands have lost ground recently to newer manufacturers with newer technologies. Newer brands such as Auto Clutch and Stein have surpassed Twin Disc and Rockford for use on diesel powered chippers. The Auto Clutch and Stein brands are commonly found mounted on Perkins, Deere, CAT and other engines for use in wood chippers and tub grinders. While we still carry and support Twin Disc and Rockford, we are authorized Auto Clutch and Stein dealers and stock Auto Clutch and Stein Clutch units in all sizes.
Common Clutch Nomenclature.
Clutch Cover. This is an outer shell constructed from stamped steel. The clutch cover contains four main components. The pressure plate, the diaphragm spring, pivot ring, and drive strap. The pressure plate is a cast piece that provides the pivot point for the diaphragm. It also provides the friction surface for the clutch disc and a mounting surface for the drive straps. The diaphragm is a spring-steel disc that is sandwiched between the outer cover and the pressure plate. The steel pivot ring is attached to the clutch cover, creating the fulcrum point for the diaphragm. The drive straps are used to attach the pressure plate to the clutch cover, allowing the plate to disengage from the disc.
Clutch Disc. This is the most critical part of the system. The transmission input shaft goes into the spines of the disc and slides backwards and forwards as the clutch is engaged. Clutch discs have a hub in the center with a number of internal teeth or “spline” to mate with the transmission input shaft. The clutch disc also contains a number of torsion springs or idle-stage dampers. Most clutch discs are round and made from an organic material. Recently though, drag racing technology has migrated to the industrial clutch field. Increasingly clutch discs are shaped in paddle format that contain a Kevlar friction material on each paddle. We have begun to offer clutch discs with Kevlar facings and have had very positive response from our customers. If you have a difficult application or aren’t happy with the quality of discs you are now getting locally call us and we can supply Kevlar units for superior performance.
Foley Clutch Kits. Most of our customers replace automotive-style clutches as a complete kit assembly. This includes the pressure plate, the disc, and the pilot bearing. As a complete assembly everything will mate together well for many thousands of hours of use.
How to order? When ordering a clutch kit from us simply give us the numbers from the inspection plate on the cover to the PTO. Older Rockford PTO’s will have a number beginning with PTA and newer Rockford PTO’s will have an assembly number resembling 4-25754. Auto Clutch numbers are similar to 1300 HD. If the plate is gone, advise the brand of the engine and the diameter of the clutch disc. We can take care of the rest!
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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