1282 Products
Schaeffler LuK Car Parts
LuK is Schaeffler's transmission-system product brand, so this collection is accurately read as Schaeffler LuK rather than as two unrelated makes. The range here is concentrated on clutch and flywheel repair. Clutch kits form the largest group, followed by flywheels, central slave cylinders, clutch master cylinders, flywheel screw sets and release bearings. Smaller groups include conventional slave cylinders, pilot bearings, clutch bolt kits, transmission repair kits, torsion dampers and clutch lines.
Compatibility depends on the complete engine and transmission combination. Vehicles with the same model and engine capacity may use different clutch diameters, driven-plate splines, flywheels or release systems. The records also include single- and double-disc clutch applications, mineral-oil hydraulic parts, items with sensors and kits with differing contents. A part number must therefore be checked against the precise vehicle, gearbox, build date and existing system.
LuK uses names such as RepSet for matched clutch repair packages, RepSet DMF for application-specific clutch and dual-mass-flywheel solutions, and RepSet 2CT for double-clutch repairs. These names do not mean that every kit contains the same pieces. One reference may include a release bearing, another a concentric slave cylinder, and another may incorporate a flywheel and screws. Always read the component list for the exact item.
Flywheel selection needs equal care. A dual-mass unit is not interchangeable with a solid flywheel unless an engineered, application-approved repair solution explicitly says so. Flywheel screw sets are reference-specific, and new fasteners may be required. Hydraulic parts must also use the stated fluid: sampled LuK cylinders here include mineral-oil designs.
Clutch symptoms should be diagnosed before dismantling. Slip, drag, judder, rattle or a poor pedal can also involve contamination, hydraulics, mountings, flywheel condition or gearbox components. Follow the vehicle and LuK fitting information, use any specified centring or self-adjusting-clutch tools, renew one-use fasteners where directed and keep friction surfaces clean. Relevant Schaeffler LuK clutch, flywheel and hydraulic products are shown below.
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Schaeffler LuK clutch and transmission parts
LuK is a Schaeffler product brand for clutch and transmission-system repair. This explains the collection name: Schaeffler is the company name and LuK is the name carried by the parts. The products evidenced here have a tight mechanical focus, led by clutch kits and flywheels rather than general vehicle service items.
There are also substantial numbers of central slave cylinders, master cylinders, flywheel screw sets, release bearings and conventional slave cylinders. Pilot bearings, clutch bolts, manual-transmission repair sets, torsion dampers and lines appear in smaller numbers. This range depth supports complete repair planning, but a neighbouring LuK reference is not automatically suitable or included with another component.
| Family | Role | Critical questions |
|---|---|---|
| Clutch kit | Provides matched friction and clamping components, sometimes with release parts. | What is in this exact kit; which engine, gearbox, diameter and flywheel does it serve? |
| Flywheel | Connects the engine to the clutch and provides the clutch running surface or interface. | Solid or dual-mass; manual or double-clutch design; are new screws required? |
| Central slave cylinder | Combines hydraulic actuation with a concentric release bearing. | Fluid type, connector, sensor provision, stroke and gearbox application. |
| Master/slave cylinder | Generates or applies hydraulic clutch pressure. | Bore, port type, pipe connection, mounting and pedal/gearbox version. |
| Release or pilot bearing | Supports clutch release movement or gearbox input-shaft alignment. | Dimensions, guide arrangement and whether already supplied in the selected kit. |
| Flywheel screw set | Provides application-specific fasteners for the flywheel joint. | Correct reference, quantity, tightening sequence and one-use requirement. |
What RepSet, DMF and 2CT mean
Schaeffler describes a LuK RepSet as a package of mutually matched clutch components. An official example contains a pressure plate, clutch disc and release bearing, but other references can differ. The words RepSet on a title should prompt a check of the parts list, not an assumption that it contains a flywheel, cylinder or every possible fastener.
DMF means dual-mass flywheel. A conventional DMF divides flywheel mass into primary and secondary sections linked by a spring and damping system, helping isolate torsional vibration between engine and transmission. Schaeffler's RepSet DMF is an application-specific combined solution for clutch, release system and dual-mass flywheel replacement. An official example includes the pressure plate, driven plate, central slave cylinder, DMF and screw set. That example illustrates the concept but does not define every box.
RepSet 2CT is intended for double-clutch transmission repair. Schaeffler states that its packages contain the double clutch and the matching components needed for that application, which may include guide sleeves, rings, screws and engagement parts. Dry and wet double clutches exist, so transmission type and product instructions are decisive. Special tooling and adjustment or learning procedures may be required.
| LuK wording | General meaning | Do not infer |
|---|---|---|
| RepSet | A matched clutch repair set. | That a flywheel or hydraulic cylinder is included. |
| RepSet DMF | A combined DMF, clutch and release-system solution for a listed application. | That its contents match another RepSet DMF reference. |
| RepSet 2CT | A repair package for a specific double-clutch system. | That a dry-clutch kit fits a wet-clutch transmission or vice versa. |
| SAC | Self-adjusting clutch technology. | That it can be installed or reset without the specified procedure and tools. |
| CSC | Concentric slave cylinder. | That it uses the same fluid or connection as another cylinder. |
Matching the engine, gearbox and clutch design
Begin with the VIN and establish the gearbox code as well as the engine. A vehicle name, model year or engine size may span several transmissions. Manual, automated manual and dual-clutch systems use different component architecture. Within a manual range, clutch diameter, hub spline, pressure-plate design and release arrangement can change at a production break.
The evidence here includes clutch kits from 280 mm to 330 mm in the sampled commercial or heavy-duty entries, with references for single- and double-disc clutches. Diameter by itself is insufficient: tooth count or spline form, cover mounting, friction material, flywheel interface and release component all need to align. An agricultural or commercial application can share a nominal dimension with another vehicle while remaining mechanically incompatible.
For hydraulic components, note the specified medium. Sample LuK central slave cylinders in this range identify mineral oil and some include a sensor or wear-warning contact. Never substitute ordinary brake fluid for a mineral-oil system, or mineral oil for a brake-fluid system. Cross-contamination can damage seals and create a loss of clutch operation.
| Identity check | Reason | Evidence to use |
|---|---|---|
| VIN/build date | Resolves production changes and market variants. | Vehicle documentation and a current application reference. |
| Engine code/output | Torque capacity and flywheel design can vary. | Vehicle identification label or manufacturer data. |
| Gearbox code | Determines input spline, release system and clutch type. | Gearbox marking and vehicle specification. |
| Clutch architecture | Separates single, double-disc and double-clutch systems. | Application notes and removed assembly. |
| Kit contents | Prevents duplicate or missing components. | Exact LuK reference component list. |
| Technical documents | Identifies tools, tightening and setup. | Instructions linked to the chosen part number. |
Diagnosing clutch and flywheel complaints
Clutch slip is an increase in engine speed without a corresponding increase in road speed under load. Worn friction material is one cause, but oil contamination, incorrect adjustment or insufficient clamping can also be responsible. Drag is incomplete disengagement and may show as difficult gear selection when stationary. Hydraulic air, lost stroke, a warped disc or pilot-bearing trouble can contribute.
Judder during take-up is not proof of a defective driven plate. Check engine and gearbox mountings, oil leaks, flywheel surface or DMF condition, clutch alignment and driveline play. Noise must be localised by operating state: pedal up, pedal down, take-up, idle and load can point towards different bearings or rotating components. A dual-mass flywheel should be assessed by the applicable LuK procedure because free movement that is normal for one design may be excessive for another.
A poor pedal can originate at the master cylinder, pipe, damper, slave cylinder, CSC or mechanical linkage. Look for external fluid loss, but remember that a CSC can leak inside the bellhousing. Confirm fluid type and inspect for contamination. Repeatedly replacing cylinders without correcting a damaged pipe, incorrect bleeding method or pedal mechanism does not solve the system fault.
Planning a complete repair
Gearbox removal carries enough labour that adjacent wear and single-use items should be assessed before work begins. Check the flywheel, release system, pilot bearing where fitted, guide tube or fork, gearbox input seal and engine rear seal. Replacement decisions should follow measured condition and instructions, not a blanket rule that every adjacent part must always be changed.
Where Schaeffler specifies a combined DMF and clutch repair, the components are engineered to operate together. Its official RepSet DMF guidance notes that the DMF, release system and clutch directly influence one another. For double-clutch systems, it also recommends matched repair where wear at the DMF-to-clutch interface could otherwise leave components in incompatible states.
- Read all supplied service information before dismantling.
- Support the engine and gearbox using suitable equipment.
- Mark or lock components only where the repair method instructs it.
- Keep friction linings and flywheel faces free from oil and grease.
- Do not wash grease from a bearing supplied pre-lubricated.
- Use a centring tool and SAC or 2CT equipment where specified.
- Replace stretch bolts and other one-use fasteners identified by the procedure.
- Complete required hydraulic bleeding, basic settings or transmission learning.
Flywheel and fastener details
Flywheel screws operate in a highly loaded rotating joint. A LuK screw set should be matched to the flywheel and engine application; thread diameter or visual similarity is not enough. Follow the stated sequence, stages and angle tightening. Do not add thread compound unless the procedure requires it, because lubrication changes the relationship between torque and clamping force.
Inspect mating faces and locating features. Dirt trapped between flywheel and crankshaft can affect seating. A solid flywheel's friction surface and a DMF's allowable movement are assessed differently. Do not machine a DMF friction surface unless its manufacturer explicitly provides a permissible process; internal condition cannot be established by making the outer face look new.
Safety and road use
A clutch is not tested in the same direct manner as service-brake efficiency during the Great Britain MOT, but transmission defects can still make a vehicle unsafe or unusable. Severe slip can remove drive when joining traffic, while failure to disengage can impair control during manoeuvring. Fluid loss may also indicate a wider maintenance problem.
Do not road-test a vehicle with insecure transmission mountings, unverified fasteners, a hydraulic leak or an inability to select and release drive predictably. After repair, check pedal operation, gear selection, leaks and abnormal noise before a controlled road test. Any double-clutch calibration specified by the transmission procedure should be completed before judging take-up quality.
Frequently asked questions
Q: Are Schaeffler and LuK the same name?
A: Schaeffler is the company; LuK is its product brand for clutch and transmission-system solutions. The parts in this collection carry LuK references.
Q: Does every LuK clutch kit include a release bearing?
A: No. Many do, but component lists vary. Verify the contents of the exact reference before ordering separate release parts.
Q: What is a dual-mass flywheel?
A: It is a flywheel with primary and secondary masses plus an internal damping system intended to reduce torsional vibration transmitted into the drivetrain.
Q: Can a DMF be judged by rotational movement alone?
A: Not reliably. Permitted movement and test methods vary by design, so use the applicable LuK instructions and inspect all stated criteria.
Q: Is RepSet DMF merely a flywheel?
A: No. Schaeffler uses the name for a matched clutch, DMF and release-system repair package for a specific application.
Q: What does 2CT identify?
A: It identifies a LuK repair solution for a double-clutch transmission. The exact dry or wet system and included engagement components are reference-specific.
Q: Can a self-adjusting clutch be fitted with a universal centring tool only?
A: The pressure plate may also need dedicated loading or resetting equipment. Follow the technical documents for the selected SAC reference.
Q: Should flywheel bolts be reused?
A: Reuse is permitted only when the vehicle and product procedure says so. Where new screws are specified, use the correct set and tightening stages.
Q: Why does hydraulic fluid type matter?
A: Seal materials and system design are fluid-specific. Mixing mineral oil and conventional brake fluid can damage components and cause failure.
Q: Does clutch judder always require a new clutch?
A: No. Mountings, contamination, flywheel condition, alignment and driveline faults can create similar symptoms and need diagnosis.
Q: Can a gearbox code be ignored when the engine matches?
A: No. The gearbox determines important details including spline, release system and clutch architecture.
Q: What checks follow installation?
A: Verify fluid level and absence of leaks, pedal and gear operation, fastener completion, required adaptation and controlled-road-test behaviour.