• нажимной диск сцепления

    506501 Mercedes 911 Clutch Cover

    Oem No: 0032509804
    Sachs No:
    Repa No: 506501
  • Mercedes MB 207-208 нажимной диск сцепления

    506500 Mercedes MB 207 Clutch Cover

    Oem No: 1878080035
    Sachs No: -
    Repa No: 506500
    Diameter:430 wgtz
  • Isuzu NQR Clutch Cover

    506428 Isuzu NQR Clutch Cover

    Oem No: 8970388312AB
    Sachs No: -
    Repa No: 506428
  • Isuzu NKR Lowe Clutch Cover

    506425 Isuzu NKR low Clutch Cover

    Oem No:
    Sachs No:
    Repa No: 506425
  • Isuzu dmax clutch cover

    506424 Isuzu Dmax Clutch Cover

    Oem No: 8979415220AB
    Sachs No: -
    Repa No: 506424
  • Isuzu TFR Clutch Cover

    506423 Isuzu TFR Clutch Cover

    Oem No: 844132232AB
    Sachs No: -
    Repa No: 506421
  • Isuzu NPR 66 Clutch cover

    506421 Isuzu NPR59 Clutch Cover

    Oem No: 844132232AB
    Sachs No: -
    Repa No: 506421
    Diameter:275 mm
  • Исузу нажимной диск сцепления

    506418 Isuzu NPR 66 Clutch Cover

    Oem No: 8970317572AB
    Sachs No: -
    Repa No: 506418
  • 506233 clutch pressure plate

    506233 Mercedes Clutch Pressure Plate

    Oem No: 004 250 8904
    Sachs No: 3482 081 233
    Repa No: 506233
  • Clutch cover

    506150 Clutch Cover 430mm

    Oem No:
    Sachs No:
    Repa No: 506150
  • Clutch pressure plate

    506035 Volvo FH400 Clutch Pressure Plate

    Oem No: 3192782
    Sachs No: 3483 034 042
    Repa No: 506042
  • Isuzu NQR Clutch Disc

    ISJ428 Isuzu NQR Clutch Disc

    Oem No: 8973677680AB
    Sachs No: -
    Repa No: ISJ428
  • Isuzu NKR Low Clutch Disc

    ISJ425 Isuzu NKR Low Clutch Disc

    Oem No: -
    Sachs No: -
    Repa No: ISJ425
  • Isuzu NPR 59 Clutch Disc

    ISJ421 Isuzu NPR 59 Clutch Disc

    Oem No: 8970109514AB
    Sachs No:
    Repa No: ISJ421
  • Isuzu NPR Clutch disc

    ISJ419 Isuzu NPR Clutch Disc

    Oem No: 8973203550AB
    Sachs No: -
    Repa No: ISJ419
  • Scania Clutch disc

    108556 Scania-111 LBS Clutch Disc

    Oem No: 1103482
    Sachs No: 1861680038
    Repa No: 108556
    Diameter:420mm gsz
  • Scania Clutch disc

    108552 Scania-R Seri Clutch Disc

    Oem No: 1436695
    Sachs No: 1878003065
    Repa No: 108552
    Diameter:430mm wgtz
  • Scania Clutch disc

    108552 Scania-144 L Clutch Disc

    Oem No: 1324883
    Sachs No: 1878063231
    Repa No: 108552
    Diameter:430mm wgtz
  • Iveco Clutch disc

    108552 Iveco-Eurostar-Tech Trakker Clutch Disc

    Oem No: 1436695
    Sachs No: 1878003065
    Repa No: 108552
    Diameter:430mm gtz
  • Scania Clutch disc

    108551 Scania-93-113-143 Clutch Disc

    Oem No: 1304781
    Sachs No: 1862326031
    Repa No: 108551
    Diameter:430mm wgtz
  • Scania Clutch disc

    108550 Scania-143 H Clutch Disc

    Oem No: 1104305
    Sachs No: 1861680037
    Repa No: 108550
    Diameter:420mm gsz
  • Renault ZF 9S-109 Disco de embrague

    106915 Renault ZF 9S-109 Clutch Disc

    Oem No: 5010245447
    Sachs No: 1878061841
    Repa No: 106915
    Diameter:430mm wgtz
  • Рено Мидлайнер-МИДЛУМ-135 диск сцепления

    106910 Midliner-Midlum-135 Clutch Disc

    Oem No: 5010244144
    Sachs No: 1878077041
    Repa No: 106910



Our company was established in 1995 in Ankara. We have been producing clutch disc and cover for middle and heavy commercial vehicles. In addition we have got too many special production of clutch disc, clutch cover and other clutch parts. In 2009, we started to produce clutch covers for vehicles such as Iveco, Isuzu and Mitsubishi.Read More


IMG_07052014_172731 Clutch disks and clutch pressures produced in our laboratory located within the scope of REPA Clutch are tested 100%. Among our test equipment found in laboratory hardness measuring device, life test device and parallelism test device are available. All tests specified in TSE 7404 Clutch disks and TSE 7405 Clutch pressure standards are completely carried out. In addition, all tests regarding Clutch disk comply with international standards such as SAE J 618, SAE İ 619. For the tests carried out regarding Clutch disk, we benefit from TS 7405 and international BS 3092, 3550, SAE J 618, 619 standards.

Repa Clutch Team

IMG_07052014_173218 REPA Clutch makes tiny distinctions in choosing raw material and records all test reports of purchased products. Required tests and controls are carried out by considering international norms of the used springs (TS2500-1,2,3 TS138EN10002-1 DIN EN 10270-1,2,3). Some of the test carried out in our laboratory; Clutch pressure life test Clutch disk shimmy test Clutch disk parallelism test Diaphram hardness test   As Repa Clutch, our company meets the requirements of TS/ISO 16949 standards which are valid internationally and records all potential nonconformities.

Repa Clutch Team

Repa Clutch - If you are looking for high quality clutch disc, clutch pressure plate and parts Please =>

Clutch Basics

What the Clutch Does ?

The function of a clutch in an automobile is to provide a way for the transmission to engage with and disengage from the engine in a smooth manner. The engine, which runs constantly while the car is on, is the source of movement for the transmission. The transmission is the system that actually turns the wheels and makes the car move. Because the engine is always running, even when the car has to come to a stop, the transmission needs a way to disengage itself from the engine so that the driver can apply the brakes and stop. The clutch makes this happen through a pair of interlocking metal discs. The interlocking grooves on these discs are smoothly contoured so that the clutch disc can slip on and off the engine disc--which is always turning with the engine--without wearing down the grooves too quickly. Every time you press down the clutch pedal on a car, the clutch disc pulls away from the engine disc, and when you let the pedal back out, the disc slips back into place and engages with the engine. Because of this system, rubbing and friction are inevitable. This wears down the clutch over time.

  • Pressure Plate (Clutch cover ): This assembly is secured to the flywheel via bolts connecting the cover stamping to the flywheel. During connection, the pressure plate assembly clamps the disc assembly from the flywheel, transmitting engine power to the transmission. During disengagement, power flow is interrupted if the pressure plate removes the disc from the flywheel. Instead, the pressure plate lifts from the flywheel, causing a gap large enough so the disc will disengage from the flywheel, enabling the driver to shift gears.

  • Clutch Disc: The disc assembly is mounted to the input shaft, in between the pressure plate assembly and flywheel. When engaging, the disc slides forward on the input shaft becoming solidly clamped, thus "engaged", between the flywheel as well as the pressure plate assembly. During disengagement, the disc is not engaged. Although the pressure plate assembly and flywheel continue rotating, the input shaft and clutch disc aren't being rotated by the engine.

  • Release Bearing: Release bearings are created to pivot toward and compress the pressure plate levers, which will disengage the clutch system. Although release bearings are all created for the same simple function, they come in many shapes and sizes because they must work jointly with a range of actuation systems.

  • Pilot Bushings: Pilot bearings along with bushings serve like a guide and seat to the transmission input shaft during engagement and disengagement if the flywheel and pressure plate assembly rotate at speeds different compared to the input shaft along with the disc assembly, the pilot bearing rotates.

clutch disc
Clutch disc
clutch pressure plate
Clutch cover (Clutch Pressure plate)
clutch release bearing
Release bearing

For example, angular contact bearings are generally matched with hydraulic systems, and will remain in constant contact with clutch diaphragm spring fingers. Because of this, these bearings apply a self-centering function that adjusts for misalignment by centering the bearing equally on the diameter of the diaphragm spring fingers. This reduces sounds, heat, vibration and bearing wear while extending the life of the clutch system.

Standard release bearings, in contrast, aren't intended for constant contact uses. Instead, they are manufactured to work jointly with mechanical actuation systems because the release bearing thrust face stays in contact with the pressure plate fingers only during clutch actuation. Contact time will be so short that slight misalignment isn't a problem.

The latest change in release bearing technology has been to integrate the clutch actuation systems along with the released bearing into one component. This system is referred to as a CSC (concentric slave cylinder). It eliminates the necessity for several additional components such as a fork, bearing retainer, pivot ball, and conventional style release bearing.

What Happens When the Clutch Starts Wearing Out ?

At the point when the clutch starts getting worn out, the interlocking sections won't fit as firmly and it's conceivable that the plates could begin slipping against one another. This slippage is the most solid flag that the clutch is turning sour. At the point when this happens, the motor needs to turn quicker than regular to convey the auto up to the sought velocity. Drivers can perceive this is going on in the event that they see that their RPM gage is running higher at specific paces than it ordinarily does. On the off chance that an auto appears to be lazy amid speeding up, this, as well, could be an indication of slipping clutch circles and a coming up short clutch framework.

The clutch is usually an often overlooked portion of a manual tranny. Without a clutch the vehicle could have no way to disengage the energy to the drive train enabling the vehicle to stop, start, or to be able to even shift. The clutch can be found inside a housing between the engine as well as the transmission. The housing is shaped as a bell so it can be called the Bell housing. The clutch is connected to the engines fly wheel as well as the output shaft from the transmission then is inserted to the clutch disc to allow for the engine to be able to turn the shaft if the clutch is disengaged.

weared clutch disc
This photo indicates an example of a clutch disc that's worn to the point where hardly any friction material is left on the surface.
damaged clutch cover
The diaphram spring fingers on this clutch cover became damaged due to misalignment caused by a collapsed release bearing.

Clutch – Troubleshooting

If it is a manual vehicle, the vehicle must be observed clutch, manual transmission clutch should engage its smooth, completely isolated case of driving, if there is a more difficult start, with weakness, inability or climbing, etc., you may jitter problems start to hear certain sounds occur between the transmission gear, there may be a collision of sound.

Phenomenon: an unusual sound when engage the clutch The reason: the lack of separation of the bearing lubricant, causing dry friction or bearing damage; no gap between the release bearing and release lever end; dust and greasy oil separation between the bearing sleeve bearing catheter serious or separate return spring and pedal return spring fatigue, broken off, so release bearing return poor; driven plate spline hole splined shaft with its Songkuang; driven disc damping spring annealing fatigue or broken; driven disc friction plate rivets or rivets loose or loose rivet heads exposed; pin hole double -plate clutch drive pin and the intermediate pressure plate and pressure plate wear open.

Diagnostics and Troubleshooting: Slightly depress the clutch pedal to release bearing contact with the release lever, if the " rustling " sound was bearing noise, if oil is still abnormal sound, indicating excessive bearing wear, should be replaced; stepped under lift the clutch pedal, if there is intermittent sound of the collision, indicating that ran before and after release bearing, replace the release bearing return spring; connected to the pedal, there is sound if the clutch is engaged or just recently separated, indicating loose rivets driven disc or exposed, replace the driven plate.