My clutch is still working althogh when i go to change gear i have to apply almost no pressure to the clutch it just goes down, then towards the end i have to push a little bit harder and i can get it into gear. I can not smell any clutch which is also strange any ideas on what might be wrong

if you getting a good pressure from the clutch pedal, change out the shifter bushing, that will help some. if you get a poor pressure from the clutch pedal, pressure plate has weaken, need to change out you pressure plate, throw out bearing, since your in the clutch system i would change out the pad also. Old vehicle and high miles, heavy trucks, its common. also check the slave cylinder, make sure it good working operations. worn rubber seal inside slave cylinder will cause a blow-by when press down the pedal therefore, causing to have a weak clutch pedal and hard to shift/engage into gear, same way goes for weak pressure plate. Good luck!!

SECTION 308-00: Manual Transmission/Transaxle and Clutch - General Information 1998 Contour/Mystique Workshop Manual DESCRIPTION AND OPERATION Manual Transaxle and Clutch Manual Transaxle and Clutch - General Information This section covers general procedures for diagnosis and testing the clutch system. For additional information, refer to Section 308-01 . For specified clutch system service procedures. For additional information, refer to Section 308-02 . For a complete description of the manual transaxle. For additional information, refer to Section 308-03 .
The clutch system includes:

• Flywheel.
• Clutch disc.
• Clutch pressure plate.
• Clutch master cylinder.
• Clutch slave cylinder.
• Clutch release fork.
• Clutch release hub and bearing.

The clutch master cylinder transmits fluid pressure to the slave cylinder, which in turn moves the clutch release fork and the clutch release hub and bearing.
The clutch master cylinder uses brake fluid and shares a common reservoir with the brake master cylinder
The clutch is a single plate, dry-friction disc with a diaphragm-style spring clutch pressure plate. The clutch disc has a hub which is splined to the input shaft. The clutch disc has friction material where it contacts the flywheel and the clutch pressure plate. Torsion springs on the clutch disc help absorb the engine torque pulses. The clutch pressure plate applies pressure to the clutch disc, holding it tightly against the surface of the flywheel.
In the engaged position, the diaphragm spring holds the clutch pressure plate against the clutch disc, so that engine torque is transmitted to the input shaft. When the clutch pedal is depressed, the clutch release hub and bearing pushes the diaphragm spring center toward the flywheel. The diaphragm spring pivots at the fulcrum, relieving the load on the clutch pressure plate. Steel spring straps riveted to the clutch pressure plate cover pull the clutch pressure plate from the clutch disc, disengaging the engine torque from the transaxle and enabling the gears to be changed.
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Inspection and Verification - MTX-75
The following checks should be carried out before repairing or replacing the transaxle:
Poor gear shifting

1. Check the operation of the clutch: Lay a block of wood approx. 25 mm thick under the clutch pedal and depress the clutch pedal as far as the stop. If 1st or 2nd gear can be selected with no problem with the engine running and the parking brake applied, the clutch is OK. If the gear cannot be selected, repair the clutch.

1. Check the selector mechanism:
   • The free play in the gearshift lever must be no more than 15 mm.
     • If the gearshift lever free play is too great, check the gearshift cables and replace them if necessary.
   • If the gearshift lever free play is OK, adjust the gearshift linkage. For additional information, refer to Section 308-06 .

1. Check the transaxle fluid level and top up with Automatic Transmission Fluid ESD-M2C186-A if necessary.

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yes most obvious is the cable or the hydraulic system ,but it could also be the clutch itself ,if you warm engine up ,then stop it and put in first gear and then start engine it will pull away ,you can then change gear with no clutch by just applying a slight two finger pressure on the gearstick and the throttle is released it will change up a gear with no problem and change down as well so you can drive it to the workshop for them to repair.When you have driven a old seddon atkinson with a gardner engine back to the yard with no clutch and crash gearbox you can master anything .

Your clutch is both complicated and simple ( confused? That's because there are many types and variations of clutches)
OK, I'll give you the simplest version.
When you step on the clutch pedal, it is either attached to mechanical linkage, a cable, or a master cylinder that works the same as the one for your brakes. Jeeps use a master cylinder.
The fluid pressure at the master cylinder pushes a slave cylinder on the bellhousing (just like the wheel cylinder on a drum brake...only difference is that a wheel cylinder has a piston on each end, a clutch slave has one piston) When you make the piston move, it pushes on a part called a clutch fork which is a simple lever...push on one end and the other end travels in the opposite direction. That lever is attached to a bearing (called a throwout bearing) that is positioned around the input shaft of the transmission, sliding back and forth on it. When the bearing is pushed against "fingers" on the clutch pressure plate assembly, it forces the actual plate to move back away from the clutch disc. The disc is normally held tightly sandwhiched between the plate and the flywheel by springs in the plate cover.
Further clamping force is sometimes applied by counter weights on the "fingers" that react to engine rpm. (depending upon clutch design)
So, when you step down on the pedal, you are moving the slave piston, the fork and the bearing which causes the clamping force on the disc to be relieved, allowing it to spin free and since it is connected to the input shaft of the transmission which is splined so the disc (also splined)can drive it. Bottom line is that when the disc is compressed between the flywheel and the pressure plate it turns the transmission gears, moving the car. When you push the clutch pedal down, it releases that pressure and no power goes into the transmission.
Jeep also uses an alternative design that eliminated the clutch fork but essentially everything else still works the same.

You could pull the trans pan and remove the valve body, and clean.

Not the converter,it is there to build pressure, to supply the valve body and apply fluid to clutch drums, that apply pressure on the clutches for each gear.

If you do remove the valve body to clean, you will need a picture of where the check balls go,when you replace it. Put assy trans lube or vasoline on balls to hold in place. Your working upside down unfortunately.

If the shift valves are free,no sediment, your out of options, unless a servo valve is hung up and doesn't apply a band. They out it comes,and you take it apart,to find the issues

Don't recall solenoids,other than for converter lock-up, back in 1989. Someone else may add to my theory.

It sounds like your input clutch seals are rolling. Is the check engine light on. It could also be the pressure control solenoid could be causing the problem aswell

the problem is the forward clutch pack has failed in the trans or the hydraulic pressure that applies that clutch pack is leaking. u are going to need an overhaul

Clutch system works exactly like hydraulic brake system. Check everything for leaks, make sure slave has not rusted and frozen in place and check that master cylinder is not bypassing internally. It's a good idea to bleed it out as well...fluid is hygroscopic and likely has drawn in water from the air over time (not good for system) That applies to brakes as well.

call your dealer to get an estimate too.

Shift Patterns Upshifts
Transmission upshifting is controlled by the powertrain control module. The PCM receives inputs from various engine or vehicle sensors and driver demands to control shift scheduling, shift feel and torque converter clutch (TCC) operation.
The PCM has an adaptive learn strategy to electronically control the transmission which will automatically adjust the shift feel. When the battery has been disconnected, or a new battery installed certain transmission operating parameters may be lost. The Powertrain Control Module (PCM) must re-learn these parameters. During this learning process you may experience slightly firm shifts, delayed, or early shifts. This operation is considered normal and will not affect the function of the transmission. Normal operation will return once these parameters are stored by the PCM.
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Apply Components Band — Overdrive
For component location, refer to Disassembled Views in this section.
During 2nd and 5th gear operation, hydraulic pressure is applied to the overdrive servo.

• This pressure causes the piston to move and apply force to the band.
• This action causes the overdrive band to hold the overdrive drum.
• This causes the overdrive sun gear to be held stationary through the adapter plate and the overdrive drum.

Band — Low/Reverse
For component location, refer to Disassembled Views in this section.
During 2nd gear operation, 1st gear operation and reverse, hydraulic pressure is applied to the low/reverse servo.

• This pressure causes the servo to move and apply force to the low/reverse band.
• This action causes the low/reverse brake drum to be held.
• This action causes the low/reverse planetary assembly to be held stationary.

Band — Intermediate
For component location, refer to Disassembled Views in this section.
During 3rd gear operation, hydraulic pressure is applied to the intermediate servo.

• This pressure causes the servo to move and apply force to the intermediate band.
• This action causes the direct clutch drum to be held.
• The intermediate band holds the intermediate brake and direct clutch drum to the case in 3rd gear.
• This causes the input shell and forward sun gear to be held stationary.

Clutches — Direct
For component location, refer to Disassembled Views in this section.
The direct clutch is a multi-disc clutch made up of steel and friction plates.

• The direct clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
• It is housed in the direct clutch drum.
• During 4th, 5th, and reverse gear application, the direct clutch is applied transferring torque from the forward clutch cylinder to the direct clutch drum.
• This action causes the forward sun gear to drive the pinions of the low/reverse planetary carrier.

Clutches — Forward
For component location, refer to Disassembled Views in this section.
The forward clutch is a multi-disc clutch made up of steel and friction plates.

• The forward clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
• The forward clutch is applied in all forward gears.
• When applied, the forward clutch provides a direct mechanical coupling between the center shaft and the forward ring gear and hub.

Clutches — Coast
For component location, refer to Disassembled Views in this section.
The coast clutch is a multi-disc clutch made up of steel and friction plates.

• The coast clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
• The coast clutch is housed in the overdrive drum.
• The coast clutch is applied when in 1st, 3rd, D4, and reverse positions.
• When applied, the coast clutch locks the overdrive sun gear to the overdrive planetary carrier, thus preventing the one-way clutch from overrunning when the vehicle is coasting.
  • This allows the use of engine compression to help slow the vehicle and provide engine braking.

Clutches — Intermediate
For component location, refer to Disassembled Views in this section.
The intermediate clutch is a multi-disc stationary clutch made up of steel and friction plates which are in a module assembly that includes the cylinder and frictions.

• Applied with hydraulic pressure.
• Disengaged by a return spring and releasing of hydraulic pressure.
• Hydraulic pressure is feed through a feed tube in the case worm trail.
• Uses a bonded piston in an aluminum housing.
• Applied in during a 2-3 shift event.
• Transfers torque from the sun gear to the planetary carrier.
• Torque transfer causes the one way clutch to engage and holds the sun gear from turning, delivering 3rd gear.

One-Way Clutch — Direct
For component location, refer to Disassembled Views in this section.
The direct one-way clutch is a sprag-type one-way clutch that is pressed into the center shaft.

• The direct one-way clutch is driven by the ring gear of the overdrive planetary carrier.
• The direct one-way clutch holds and drives the outer splines of the center shaft in 1st, 3rd, 4th and reverse gears.
• The direct one-way clutch overruns during all coast operations and at all times in 2nd and 5th gear.

One-Way Clutch — Intermediate
For component location, refer to Disassembled Views in this section.
The Intermediate One-Way Clutch is a sprag type one-way clutch.

• The Intermediate One-Way Clutch connects the intermediate assembly to the input shell and sun gear assembly in third gear.

One-Way Clutch — Low/Reverse
For component location, refer to Disassembled Views in this section.
The low/reverse one-way clutch is a sprag type one-way clutch.

• The low/reverse one-way clutch holds the low/reverse drum and low/reverse planetary assembly to the case in 1st and 2nd gear.
• In all other gears the low/reverse one-way clutch overruns.

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ask a renault dealer if there is a self adjuster on it, i think not, i think it is hydraulic, this means you have a faulty pressure plate, so yes u need a clutch