Need a smooth, streetable clutch for 500+HP
02-05-2009, 04:13 PM
#101
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considering that the stage3 is junk
02-05-2009, 04:47 PM
#103
LS, I understand and I agree...I have said my peace and answered the questions/accusations that I feel needed answers. If anyone has any further questions regarding this you are welcome to IM me or email me if you like. Thanks!
02-05-2009, 05:40 PM
#104
(You decided to allow your shop to modify it. (As a side note, since you had your shop modify our pressure-plate, you have technically voided your warranty.)
The shop is Merkel racing well respected enging builder and maching shop here on LI and been around forever. The clutch was not modified , your holes in your pressure plate were to big for the stock GM fly wheel dowel pins ,So steped dowle pins were custom made and pressed into my New GM fly wheel, Ill be honest with you The Shop staff said that your clutch was a POS, I wasnt going to say anymore about this but you keep going , like your winning because you have the last word,
So in the shops opion you pressure plate is a cheap chinese imported piece. And thats why there is problems with them, to get them to fit & balance right .
If your clutch holds up in my car , i will be honest and tell everyone its Good,
For now i am done.
The shop is Merkel racing well respected enging builder and maching shop here on LI and been around forever. The clutch was not modified , your holes in your pressure plate were to big for the stock GM fly wheel dowel pins ,So steped dowle pins were custom made and pressed into my New GM fly wheel, Ill be honest with you The Shop staff said that your clutch was a POS, I wasnt going to say anymore about this but you keep going , like your winning because you have the last word,
So in the shops opion you pressure plate is a cheap chinese imported piece. And thats why there is problems with them, to get them to fit & balance right .
If your clutch holds up in my car , i will be honest and tell everyone its Good,
For now i am done.
02-05-2009, 11:47 PM
#105
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So Im wondering this...
Yes I am going to purchase my clutch, possibly next friday or later(so it will go on my future credit card bill)...
But when I installed my Tick adjustable master cyl, the car was able to shift at high rpms, but lets say on the 2-3 shift it kind of grinded going in (trans is in fine shape)... So could the explantion be this? The Ls7 clutch is slipping at high rpms, because #1 the power im making is pretty much the limit, on top of that, I am heavier than a Z06, and lastly I had a 300+ passenger as well in the car.. Last but not least the friction material on the clutch is almost worn down anyhow...
so would these reasons be legitimate ones, to why the car still grinds into gear (vs before it would grind worse, it would get stuck in gear and lastly the clutch pedal would sink) so the Adjustable mater cyl solved that, so now my weakest point is my clutch slipping at high rpms..
are these statements reasonable?
Yes I am going to purchase my clutch, possibly next friday or later(so it will go on my future credit card bill)...
But when I installed my Tick adjustable master cyl, the car was able to shift at high rpms, but lets say on the 2-3 shift it kind of grinded going in (trans is in fine shape)... So could the explantion be this? The Ls7 clutch is slipping at high rpms, because #1 the power im making is pretty much the limit, on top of that, I am heavier than a Z06, and lastly I had a 300+ passenger as well in the car.. Last but not least the friction material on the clutch is almost worn down anyhow...
so would these reasons be legitimate ones, to why the car still grinds into gear (vs before it would grind worse, it would get stuck in gear and lastly the clutch pedal would sink) so the Adjustable mater cyl solved that, so now my weakest point is my clutch slipping at high rpms..
are these statements reasonable?
02-06-2009, 10:18 AM
#106
The fact that you are seeing a grind in one gear change evidences the possibility for a transmission issue rather than a clutch issue. If this were something relaitive to a clutch problem then you would see issues in shifting in all gears. I would have the selector and fork checked for issues. These are known weak points in the T56. Let me know if you have any further questions. Thanks!
02-06-2009, 04:09 PM
#107
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The fact that you are seeing a grind in one gear change evidences the possibility for a transmission issue rather than a clutch issue. If this were something relaitive to a clutch problem then you would see issues in shifting in all gears. I would have the selector and fork checked for issues. These are known weak points in the T56. Let me know if you have any further questions. Thanks!
It was when I drove it hard that day, because I only went WOT a couple times.. The first time It didnt go in, the 2nd time it kind of grinded to go in...
But thanks.. I should have mentioned earlier that it did it in other gears too..
Now when I drive it again, and if it continuously is doing it in the same gear, I will let you guys know (then I know its time for a rebuild), but I doubt that, because its been rebuilt for about 22 months now and I didnt drive for 12 months of that time..
02-16-2009, 09:06 PM
#108
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So I am now ready to go ahead and order my clutch...
Monster Stage 3, it is...
I will call SNL tomorrow, my internet isnt working at home, so I hope they do phone orders...
I also hope I can get a Quicktime bellhousing soon, from them as well...
Monster Stage 3, it is...
I will call SNL tomorrow, my internet isnt working at home, so I hope they do phone orders...
I also hope I can get a Quicktime bellhousing soon, from them as well...
02-16-2009, 10:58 PM
#109
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People have been saying spec is junk for a reason. I have driven numerous cars with spec clutches and they are. Mine had a stage 4 that chattered the entire time it was in there. It really blew. My mustang had a stage 3 and didnt last long and chattered the entire time. All installed by a reputable shop and done correctly.
02-17-2009, 12:13 AM
#111
I really hope your wrong jdmoore144 because i have a stage 3+ waiting to go in.
But yes i have heard so many LS1 guys say the same thing about Spec clutches.
Even tho your spec-clutches were (All installed by a reputable shop and done correctly) What did Spec say about that??? I love to hear it.
But yes i have heard so many LS1 guys say the same thing about Spec clutches.
Even tho your spec-clutches were (All installed by a reputable shop and done correctly) What did Spec say about that??? I love to hear it.
02-17-2009, 08:36 AM
#112
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Hahaha! Quick way to say, "no room in my car guys"! I was teh same way back in teh day. Friday night, everyone want to pile into my car, and I am like MAN, can I add any more weight
So, I yanked the back seat and put an end to that!!
02-17-2009, 08:38 AM
#113
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That is how I ordered mine, over teh phone, so you will be good to go there.
I have the SFI Mcleod bell (I picked up the modular however, since I may swap trannies one day
)
02-17-2009, 09:42 AM
#114
Hey JD, complaining that a pucked disc chatters, especially a rigid hub unit like a stage four means that you would have been better off getting a full-faced disc. Pucked disc are more prone to chatter than any other disc type. This is a result of the reduced friction surface area, the increase friction coeffecient and the higher clamp pressure plate. There are a number of options available that will provide good capacity and better drivability...like the stage 3+. At any rate, I ust wanted you to realize that stage choice, planned use of the parts, and personal preference can greatly impact your experience with any part.
02-17-2009, 10:22 AM
#116
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TWIN DISK CLUTCH!!!!!
-any time you are running higher them stock hp or considering more then stock hp
-want street manners, strip/track performance
i cant believe how many people fall into the gimick of high performing single disk clutches.
circuit track racing, drag racing all use multiple disk clutches, even the new corvette zr1 is a twin disk. GM wanted low rotating inertia mass, street manners, light pedal, while being able to with stand a beating. twin disk!!!
Mcleod RST or RXT
-any time you are running higher them stock hp or considering more then stock hp
-want street manners, strip/track performance
i cant believe how many people fall into the gimick of high performing single disk clutches.
circuit track racing, drag racing all use multiple disk clutches, even the new corvette zr1 is a twin disk. GM wanted low rotating inertia mass, street manners, light pedal, while being able to with stand a beating. twin disk!!!
Mcleod RST or RXT
02-17-2009, 10:56 AM
#117
Ibanez: Though, I can certainly appreciate your apparent passion for multi-disc clutch kits, there are pro's and con's for all possible options. Single-disc clutch kits are no gimick...upgraded single disc assemblies have been used for decades for those seeking higher capacity clutch units , that can maintain drivability (dependent on the kit you choose) while meeting a lower price point. At the same time, as the potential for power output increases and the demand for higher-capacity, daily drivable unit grows Multi-Disc options become more viable for the manufacture and the consumer.
There are a number of Multi-Disc options on the market these days. Many of them will have a much higher initial cost than a single disc, while providing little gain in terms of capacity and at the sacrifice of drivability. Some will be able to bridge the gap between high capacity and daily use while maintaining a reasonable price point and it is these units that really become the better value for those seeking a true high-capacity multi-purpose option.
I think that most will agree that it is best to determine your clutch needs and then examine the available options before making a purchase. This may mean that you need a stock unit, a stage 1 or 3 or 5 or even a Multi-Disc, but I don't think that Multi-Disc clutch kits will eliminate the demand for single-disc kits in the future.
In the end, the consumer benefits from having many options to choose from and as such is likely to find exactly what they need.
There are a number of Multi-Disc options on the market these days. Many of them will have a much higher initial cost than a single disc, while providing little gain in terms of capacity and at the sacrifice of drivability. Some will be able to bridge the gap between high capacity and daily use while maintaining a reasonable price point and it is these units that really become the better value for those seeking a true high-capacity multi-purpose option.
I think that most will agree that it is best to determine your clutch needs and then examine the available options before making a purchase. This may mean that you need a stock unit, a stage 1 or 3 or 5 or even a Multi-Disc, but I don't think that Multi-Disc clutch kits will eliminate the demand for single-disc kits in the future.
In the end, the consumer benefits from having many options to choose from and as such is likely to find exactly what they need.
02-17-2009, 11:17 AM
#118
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Ibanez: Though, I can certainly appreciate your apparent passion for multi-disc clutch kits, there are pro's and con's for all possible options. Single-disc clutch kits are no gimick...upgraded single disc assemblies have been used for decades for those seeking higher capacity clutch units , that can maintain drivability (dependent on the kit you choose) while meeting a lower price point. At the same time, as the potential for power output increases and the demand for higher-capacity, daily drivable unit grows Multi-Disc options become more viable for the manufacture and the consumer.
There are a number of Multi-Disc options on the market these days. Many of them will have a much higher initial cost than a single disc, while providing little gain in terms of capacity and at the sacrifice of drivability. Some will be able to bridge the gap between high capacity and daily use while maintaining a reasonable price point and it is these units that really become the better value for those seeking a true high-capacity multi-purpose option.
I think that most will agree that it is best to determine your clutch needs and then examine the available options before making a purchase. This may mean that you need a stock unit, a stage 1 or 3 or 5 or even a Multi-Disc, but I don't think that Multi-Disc clutch kits will eliminate the demand for single-disc kits in the future.
In the end, the consumer benefits from having many options to choose from and as such is likely to find exactly what they need.
There are a number of Multi-Disc options on the market these days. Many of them will have a much higher initial cost than a single disc, while providing little gain in terms of capacity and at the sacrifice of drivability. Some will be able to bridge the gap between high capacity and daily use while maintaining a reasonable price point and it is these units that really become the better value for those seeking a true high-capacity multi-purpose option.
I think that most will agree that it is best to determine your clutch needs and then examine the available options before making a purchase. This may mean that you need a stock unit, a stage 1 or 3 or 5 or even a Multi-Disc, but I don't think that Multi-Disc clutch kits will eliminate the demand for single-disc kits in the future.
In the end, the consumer benefits from having many options to choose from and as such is likely to find exactly what they need.
