Stage 4 "hyper" twin-plate clutch kits are designed for racing and extreme street performance applications. A forged aluminum clutch cover combined with twin 200mm cerametallic discs, a thick ventilated intermediate plate, and chromoly flywheel provides over 500 ft-lbs of torque capacity with a low rotating inertia. Clutch noise with this design is normal due to torsional vibration effects on the floating intermediate plate. Available in both standard and low inertia "Compe-D" type for faster shifts.
Usually ships within 2 to 3 days (individual parts may take longer to arrive and are special order items)
What should be taken into consideration when selecting a clutch? First and foremost the clutch must be rated to handle the torque output of the engine. Clutch torque ratings are at the crankshaft. A clutch that is just marginally able to support the engine output will most likely have a shorter life expectancy due to the loss of holding power as the friction surface wears.
The second consideration is the type of use. Hard launches and severe clutch slippage as might be required in certain driving situations will lead to rapid increases in clutch temperatures that may destroy some types of friction materials. In these cases a high temperature friction material such as a sintered metallic, ceramic based, or carbon type may be required even if not required for the torque rating. More aggressive clutch materials and racing type clutch designs may suffer from severe shudder during partial engagement making them difficult to drive on the street in traffic.
What are the characteristics of the friction disc in the Exedy twin-disc cerametallic kits? The twin disc cerametallic clutch kits use two small diameter 6 pad cerametallic discs for low inertia. The multiple discs present an increase in surface area, and therefore holding power, despite the reduced diameter.
What is the difference between pull and push style clutches? The difference is the direction of movement of the pressure plate spring fingers in order to disengage the clutch. With a pull style clutch the release bearing is locked to the pressure plate fingers and the clutch fork pulls the release bearing in the direction of the transmission to disengage the clutch. A push style release bearing does not need to be locked to the fingers and is moved by the fork in the direction of the engine to disengage the clutch. A pull style clutch is considered to be slightly more efficient allowing the pedal effort to be reduced relative to the spring clamping force. However, the linkage is more complicated with a pull style clutch.
What are the individual components that can be replaced on this clutch kit? Nearly all components can be replaced if necessary. From engine back the component order is as follows: flywheel, flywheel ring (on Compe design this is not a separate part from the flywheel), disc "B", intermediate plate, disc "a", pressure plate, pivot ring, clutch cover, release bearing.
Is it normal for the clutch to make a rattling noise at idle ? Yes, this is normal. This is due to the clearances required for the free movement of the floater plate. The noise will be most apparent with the clutch pedal depressed.
What is the break-in procedure for the clutch? Clutch break-in is required to ensure that the friction surfaces wear in so they are in full contact across the entire surface area prior to applying heavy engine power. During the first 300 to 400 miles drive the car normally in stop and go situations avoiding launching the car hard or at rpms above 3000. Avoid heavy power applications or excessive clutch slippage during this time.
