SITRAK WG99211615011 COVER CLUTCH
Product Specifications
Product quality
OEM Equivalent Grade
Wholesale price USD
$150.42
Wholesale price CNY
¥1020
bolt MOQ (Minimal order)
1 pcs
local_shipping Production time
30-45 days
package_2 Shipping Weight:
—
swap_horiz
Application (cross references) 1
expand_more
| SITRAK | WG99211615011 |
Overview & Operating Principle
▲
The COVER CLUTCH is the pressure plate assembly — also called the clutch cover — that bolts to the flywheel face and provides the clamping force that presses the clutch disc friction material against the flywheel surface, transmitting engine torque to the transmission input shaft during normal driving. The assembly consists of a pressed steel cover housing bolted through its outer flange to the flywheel, a cast iron or steel pressure plate that bears directly against the clutch disc, and a diaphragm spring — a single Belleville-type conical spring disc with radially cut inner fingers — that stores the mechanical energy required to clamp the disc between the pressure plate and flywheel at approximately 6,000–12,000N of clamping force depending on the vehicle's torque rating. When the clutch pedal is pressed, the release bearing pushes against the diaphragm spring fingers, inverting the spring's cone angle and lifting the pressure plate away from the clutch disc to disengage the drivetrain. The diaphragm spring design provides a self-servo characteristic — as the friction material wears and the disc becomes thinner, the spring geometry changes to increase clamping force slightly, partially compensating for wear and maintaining consistent pedal effort throughout the disc's service life.
This unit — SITRAK WG99211615011 — is manufactured to OEM-equivalent specifications: cover flange bolt circle diameter and hole count for flywheel attachment, pressure plate contact face diameter and flatness tolerance, diaphragm spring rate and clamp load at the designed release bearing travel, finger tip diameter and height for release bearing engagement, and overall assembly balance class are matched to the original part. Supplied as a complete pressure plate assembly ready for installation. Available wholesale from 150.42 USD, MOQ 1 pcs, production lead time 30-45 days.
Pressure plate assemblies fail through diaphragm spring fatigue — the spring loses its calibrated load after high cycle count use, producing a clutch that slips under full throttle loads despite the friction material having serviceable thickness remaining; through pressure plate contact face scoring and heat checking from clutch slip events that generate temperatures exceeding the cast iron's thermal limit; and through cover housing distortion from the same overheating events that crack the pressure plate welds and shift the diaphragm spring's seating geometry. A slipping clutch that has overheated the pressure plate and flywheel cannot be restored by disc replacement alone — both the disc and pressure plate must be replaced, and the flywheel must be inspected for heat checking and surface distortion before a new disc is installed against it.
Symptoms & Diagnostics
▲
Clutch slipping under full throttle acceleration — engine RPM rising without a corresponding increase in vehicle speed, particularly noticeable in high gears at motorway speeds — the diaphragm spring has lost sufficient clamping force to prevent slip under the maximum torque demand; the slip generates heat that further degrades the spring, accelerating the progression to complete slip; confirm by accelerating hard in third gear from 40 km/h — a slipping clutch shows engine RPM increasing disproportionately to road speed.
Clutch judder on take-off — a shuddering vibration felt through the drivetrain during initial clutch engagement from rest — the pressure plate contact face has developed hot spots and surface hardening from previous slip events, creating differential friction coefficient zones that cause the disc to alternatively grip and slip across the face during the partial engagement phase; the judder is typically most severe on uphill starts and reduces at higher engagement speeds.
Heavy clutch pedal effort that has progressively increased over time — a diaphragm spring whose geometry has shifted from heat cycling requires abnormally high release bearing force to disengage; distinguish from hydraulic clutch system problems by measuring pedal effort with a push gauge and comparing against the OEM specification — a new pressure plate with a serviceable clutch system should require 80–150N at the pedal depending on the application.
Clutch that does not fully disengage despite correct pedal travel and a confirmed serviceable release bearing — the diaphragm spring fingers have worn at their tips to the point where the release bearing cannot lift the pressure plate by the full designed travel; this produces drag in the gearbox that makes gear changes difficult and causes creep when the clutch is fully pressed in.
Blue or brown discolouration of the pressure plate contact face visible when the gearbox is removed for disc replacement — thermal damage from a previous clutch slip event; a discoloured pressure plate has lost its calibrated spring load and has surface hardening that will cause judder with any new clutch disc; always replace the pressure plate when discolouration is found regardless of whether the disc still has friction material.
Clutch vibration or noise during the partial engagement zone that disappears when the clutch is either fully engaged or fully released — the pressure plate cover has distorted from overheating, altering the diaphragm spring's seating geometry and producing non-uniform clamping force around the pressure plate's circumference; the resulting uneven engagement force produces vibration as the disc alternately grips and slips at different radial positions.
Logistics & Customs
▲
International HS Code
8483.60
EAEU Customs Code (TN VED)
8483 60 809 0
Typical Net Weight
Country of Manufacture
China
Standard MOQ
1 pcs
Production Lead Time
30-45 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
▲
- Support the transmission independently on a transmission jack before unbolting it from the engine — a manual transmission weighing 40–80 kg will drop when the last bellhousing bolt is removed; lower it slowly and guide the input shaft clear of the clutch disc hub spline to avoid bending the disc damper springs or scoring the release bearing collar guide sleeve on withdrawal.
- Inspect the flywheel face thoroughly before fitting the new pressure plate — examine the full contact area for heat checking (a fine network of radial and circumferential cracks), blue or brown discolouration indicating overheating, deep scoring grooves, and surface hardening evidenced by a glazed, mirror-polished zone; a flywheel with heat checks or surface hardening cannot provide consistent friction to a new disc and must be machined or replaced; fitting a new clutch to a damaged flywheel will reproduce judder from the first engagement.
- Use a clutch alignment tool to centre the disc hub precisely on the crankshaft pilot bearing before tightening the pressure plate bolts — the input shaft must pass through the disc hub spline and into the pilot bearing simultaneously during transmission installation; a disc that is off-centre by more than 0.5 mm will prevent the input shaft from entering the pilot bearing, requiring the transmission to be partially lowered and the disc repositioned; do not attempt to force the shaft through a misaligned disc.
- Tighten all pressure plate cover bolts in the specified spiral sequence in three passes — first pass hand-tight, second pass to half the final torque, third pass to the OEM torque value; tightening in a random sequence or fully torquing individual bolts before others distorts the cover housing, shifting the diaphragm spring seating geometry and producing the same uneven clamping force as a heat-damaged cover; typical torque values are 18–25 Nm for passenger car applications.
- Apply a small amount of high-melting-point grease to the input shaft spline — not molybdenum disulphide paste, which migrates onto the friction faces — at the disc hub contact zone before inserting the shaft; the spline must slide freely to allow the disc to centralise during engagement; a dry spline that corrodes in service produces a disc that sticks on the spline under light load, causing a dragging clutch symptom that appears identical to a failed pressure plate.
- Install the new COVER CLUTCH (SITRAK WG99211615011), reinstall the transmission, torque all bellhousing bolts to OEM specification in the diagonal sequence, reconnect the clutch hydraulic or mechanical linkage, bleed the clutch hydraulic circuit, adjust pedal free play on mechanical linkage systems, start the engine and verify no clutch judder during gentle take-off, no slip under firm acceleration in third gear, and correct pedal feel and travel before returning the vehicle to service.
Tools: transmission jack, clutch alignment tool of correct disc hub spline diameter, torque wrench, clutch bleed kit for hydraulic systems, high-melting-point grease for input shaft spline, flywheel surface inspection light.
Frequently Asked Questions
▲
Should the pressure plate, clutch disc, and release bearing always be replaced as a complete set?
Yes — replacing all three components simultaneously is the correct practice and is the definition of a clutch service. The pressure plate, disc, and release bearing form an interdependent wear system: a new pressure plate fitted with a worn disc has uneven friction material distribution that causes uneven clamping and immediate judder; a new disc fitted against a worn pressure plate whose spring load has reduced will slip under high torque; a new pressure plate and disc left with an old release bearing will produce bearing noise within a short period after the clutch service. The release bearing is accessible only with the transmission removed — its incremental cost is negligible relative to the total labour. ok.parts supplies pressure plates individually and as part of complete clutch kit sets at wholesale MOQ from 150.42 USD per unit.
Is flywheel resurfacing or replacement always required when the pressure plate is replaced?
Flywheel inspection is mandatory — resurfacing or replacement is required only when specific defects are found. A flywheel with a smooth, uniform, undiscoloured contact face and measured flatness within 0.1 mm can be reused without resurfacing. Resurfacing is required when the face shows light scoring grooves, mild discolouration, or minor surface glazing that can be removed within the minimum thickness specification. Replacement is required when heat checking cracks are visible, when the face shows deep blue discolouration indicating structural heat damage, when surface hardening zones are present, or when the remaining material after any required resurfacing would be below the OEM minimum thickness. A clutch fitted to a flywheel that needed resurfacing but was not addressed will develop judder from the first engagement on the new components.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
▲
| Part | Reason for Combined Replacement |
|---|---|
| Clutch Disc OEM ref. varies by engine torque and transmission | The clutch disc and pressure plate are a matched friction pair that must always be replaced simultaneously. A new pressure plate paired with a worn disc has uneven friction material distribution that causes the pressure plate to make full contact on the thicker worn areas and no contact on the thinner unworn areas, producing immediate judder and accelerated wear on both components from the first engagement cycle. |
| Release Bearing OEM ref. varies by transmission type | The release bearing contacts the pressure plate diaphragm spring fingers thousands of times per year on every clutch pedal depression. Its bearing and thrust face accumulate fatigue at the same rate as the disc and pressure plate over identical mileage. Replacing the release bearing simultaneously with the pressure plate and disc eliminates a bearing noise failure within a short interval that would otherwise require a repeat transmission removal. Every reputable clutch kit includes the release bearing for this reason. |
| Flywheel OEM ref. varies by engine and transmission | A flywheel that has been subjected to the same slip events that destroyed the pressure plate will have heat checks, surface hardening, or flatness deviation that causes judder with any new clutch disc. Inspect the flywheel face at every clutch service — if any defect requiring more than light resurfacing is found, or if the remaining material after resurfacing would be below minimum thickness, replace the flywheel simultaneously with the clutch kit to restore the complete clutch system to new condition. |