Pressure Plate for Suzuki Vehicles

Suzuki fields three quite different automatics locally — a conventional torque-converter automatic, a CVT, and the AMT automated manual used on the budget cars. The AMT is a manual gearbox with an actuator bolted to it, so its parts have nothing in common with either of the others despite all three being sold as "auto". Getting that wrong is the most expensive mistake on this page. In practice the decision in front of you is whether a repair, a reconditioned unit or a good used gearbox represents the best value on a car of this age.

Whether the car is manual, AMT, CVT or a conventional automatic, plus which engine sits in front of it. With that we can usually confirm the right part quickly, and we'll tell you whether we're quoting new, aftermarket or good used rather than leaving you to guess.

You can, but nobody sensible does. The gearbox has to come out either way, and fitting a new cover against a worn friction disc and a scored flywheel wastes most of the benefit. Buy the kit — cover, disc and release bearing together.

Because an AGS automated manual is a manual gearbox underneath. It has a real dry clutch and a real pressure plate, operated by an electric or hydraulic actuator rather than your left foot. Clutch wear on one behaves much like a manual, and the actuator itself is a separate wear item. Tell us the derivative and we will confirm which kit fits.

Have it inspected. Light scoring can usually be skimmed, but hot spots and cracks mean it gets replaced. Fitting a fresh clutch against a glazed flywheel is the classic reason a new kit judders straight out of the workshop.

Riding the clutch in slow traffic and hill starts on a loaded car. Suzukis are light, which helps, but a small engine on the Highveld has less torque to work with so drivers slip the clutch more to get moving. Give us the VIN and we will match the exact part for your engine and gearbox combination.

For a cover in good condition off a low-kilometre car, sometimes. Check the diaphragm fingers for even wear and heat colouring, and check the friction face for scoring. If you cannot inspect it in person, a new kit is the lower-risk buy given the labour involved in getting to it.