Below are the installation instructions for our Heavy Duty and Competition clutch kits.
Click here to download the file (PDF File, 1.06 MB)
Additional troubleshooting and exclusive tips from Marlin Crawler:
- Under normal conditions, the slave cylinder will move the clutch fork by approximately 5/8-inch for full clutch engagement.
- If the clutch is unable to engage, check that the Master Cylinder Push Rod is properly adjusted. This issue is common if the Master Cylinder was also changed at the same time as the installation of our clutch kit. The reason for this is if the threaded push rod of the Master Cylinder extends too far, then the piston inside the Master Cylinder may be unable to return to its natural position resulting in a constant hydraulic pressure inside the clutch system. This hydraulic pressure is often confused with a system that seems to have air pockets despite bleeding the system numerous times.
- The easiest way to test this is to push the fork with your palm into and towards the slave cylinder. If the system is in a normal unpressurized state, you'll be able to collapse the slave cylinder plunger back into the slave cylinder which will displace clutch fluid back into the reservoir. If you are unable to collapse the plunger back into the slave cylinder, then the system is under a constant pressure. Check the clutch pedal adjustment to ensure the threaded push rod is able to retract far enough away from the master cylinder such that the piston inside is able to return to its normal, unactivated position.
- ALWAYS resurface or replace your flywheel, and ensure the stepping (difference in friction-surface to pressure-plate-mounting-surface) is at least the Toyota-recommended 20-thousandths of an inch (0.020").
- A smaller step results in a decreased disengagement force and therefore a lower load rating.
- If you have too small of a step, then the clutch will never disengage; The engine will never be connected to the transmission input shaft.
- A larger step results in an increased disengagement force and therefore a higher load rating.
- If you have too large of a step, then the clutch will never engage; The engine will always be connected to the transmission input shaft.
- Explanation: After the clutch has been 'breaked in', it will then act like a new clutch: The friction / disengagement point of the clutch will occur in the stroke of the pedal at a point closer to the floor. The difference is that our clutch kit, in combination with a 0.026-inch flywheel stepping, will have an engagement characteristic after being broken in as if it was a brand new unused clutch kit.
- The downside to this is that initially you'll have to press the pedal all the way to the floor in order to fully engage the clutch.
- The upside is that after the clutch has many miles on it and the disc has worn thin, the pressure plate will be closer to the friction-surface and will therefore A) have a greater remaining clamping force (hence higher performance) and B) you will get more miles out of the clutch before the friction / disengagement point becomes too high in the stroke of the clutch pedal that the clutch becomes unusable (hence a prolonged life).