Single digit 6 speed turbo owners help
05-19-2006, 05:35 AM
#21
All this talk about McLeod twin discs and I happen to have a slightly used one for sale along with an adjustable master cylinder! Look in my sig. Barely used. Was in the car for the blower which never made it on the car. 1,800 miles on the clutch/pp/flyhweel = $800 shipped used vs. $1166 + shipping new
Let me know
Andy
Let me know
Andy
05-19-2006, 06:59 AM
#23
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Originally Posted by Camaro_Zach
andrew come back home to chicago...thats one of the most useful posts ive ever read on tech. that looks like one well made piece...you runnin it on any car i might know about? 
I will be installing the 2 disk version of that clutch shortly. My junk only makes 375RWHP
No need for a monster clutch.Andrew
05-19-2006, 07:58 AM
#24
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I have an RPS in my Vette. Of course, I'm only at a measly 551rwhp, but I'm pretty sure they have some more stout than mine. I have not felt the slightest slip, squeel, etc. I think they are working on a triple billet carbon setup.
http://www.turboclutch.com/index.html
http://www.turboclutch.com/index.html
05-19-2006, 08:30 AM
#25
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RPS has a good reputation in the import world. From everything I have seen their carbon/carbon clutch is a good product. They have been advertising the LSx version of that clutch for 2-3 years. Something tells me it’s not high on their priority list.
I would just like to add a few comments in general. The reason that carbon/carbon clutches work so well is that the coefficient of carbon on carbon actually goes up as temperature rises. This is the reason that many road racing cars and Super Cars have gone to carbon rotors and brake pads. The more the brakes are used, the more effective they become. The same goes for a carbon/carbon clutch. The major downside of course is cost. Each raw carbon disk that is used in the clutch that is pictured is $200. That is just raw material. No machining. In a 3 disk carbon/carbon 7.25” diameter clutch there are a total of 7 such disks. So you can start to see why these things are so expensive.
The McLeod 2 disk and the new Ram 2 disk clutches are fine pieces I am sure. One thing that I would recommend is that you go with an aluminum flywheel if it is an option. Both the McLeod and Ram dual disks are HEAVY! It’s just the nature of the beast. There is an extra floater plate and an extra disk that is not normally found on a single disk clutch. The aluminum flywheel will help to offset the added weight. Also keep in mind that clutches with organic friction in general do not like to be slipped. The slipping generates heat and causes the friction material to break down. Heat is the number one killer of all clutches. Also keep in mind that in a high HP application your main “fuse” will be the tires. Street tires will break loose way before your clutch even has a chance to slip.
Andrew
I would just like to add a few comments in general. The reason that carbon/carbon clutches work so well is that the coefficient of carbon on carbon actually goes up as temperature rises. This is the reason that many road racing cars and Super Cars have gone to carbon rotors and brake pads. The more the brakes are used, the more effective they become. The same goes for a carbon/carbon clutch. The major downside of course is cost. Each raw carbon disk that is used in the clutch that is pictured is $200. That is just raw material. No machining. In a 3 disk carbon/carbon 7.25” diameter clutch there are a total of 7 such disks. So you can start to see why these things are so expensive.
The McLeod 2 disk and the new Ram 2 disk clutches are fine pieces I am sure. One thing that I would recommend is that you go with an aluminum flywheel if it is an option. Both the McLeod and Ram dual disks are HEAVY! It’s just the nature of the beast. There is an extra floater plate and an extra disk that is not normally found on a single disk clutch. The aluminum flywheel will help to offset the added weight. Also keep in mind that clutches with organic friction in general do not like to be slipped. The slipping generates heat and causes the friction material to break down. Heat is the number one killer of all clutches. Also keep in mind that in a high HP application your main “fuse” will be the tires. Street tires will break loose way before your clutch even has a chance to slip.
Andrew
05-19-2006, 12:44 PM
#27
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Originally Posted by PurEvl
if spec releases the proto type im testing, you will be all set. Feels lighter then stock but holds 800+hp/tq like nothing.
Andrew
05-19-2006, 03:28 PM
#33
Originally Posted by PurEvl
dual disk
05-19-2006, 03:34 PM
#35
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Originally Posted by DrTurbo
Thats funny, Jose has the LT1 version of the dual disk prototype. They do alot of testing for Spec with the Diesel clutches since they run 1300-1500rwtq trucks at the truck pulls. I know the complete unit with flywheel is 23 lbs that they installed on Jose's SS. We have ordered more of the units to stock. I believe Jose and Jason are now talking to them about a version for the Supra as well. Should be interesting.
05-19-2006, 11:44 PM
#38
why is it that the mcleod needs this aftermarket master when everyone else doesnt?
was it just because its adjustable? or does it produce more hydrolic pressure? if its the latter of the two...why does the mcleod need more pressure to work and hold "as much or less" than a spec V using the stock master?
was it just because its adjustable? or does it produce more hydrolic pressure? if its the latter of the two...why does the mcleod need more pressure to work and hold "as much or less" than a spec V using the stock master?
