Here, we'd like to deal with the internal assembly of a double-clutch. In principle, it doesn't matter whether we're working with a dry- or with a wet system. The latter has several clutch-plates, the former has only one.
Now, one could think, that like in former times, one would insert a type of clutch spike into the central bearing, mostly the crankshaft, to centre the plates. Of course, in this case it would have to be a graded spike because there are two different gear-wheel diameters.
As you can see, this is something which must no longer taken into consideration, because in the case of the double-clutch, all the rotating parts on the shaft either roll, or are fitted with ball-bearings. This means that, as in the past, the flywheel is mounted onto the crankshaft, and the complete double-clutch, with two clutch-plates and their respective friction partners, is on the gearbox-shaft.
By means of suitable carriers, only the torque is transferred to the respective engine-side friction partner. At the end of the day, this clutch is basically, more simple to mount than a conventional one. It doesn't have an integrated adjustment device either, like those found in the SAC-clutch. However, with certain manufacturers, it may be necessary to underlay the plates, to ensure that the release-lever is in a particular position.
Of course in the end, the computer once again comes into play, to carry out the new learning procedure. 09/14