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> Why is twin/multiple disc clutch better??
Mueller
post Jun 19 2003, 05:07 PM
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What am I missing here?

The friction material and contact surface area of the 1st disc and the flywheel remain the same (or are made smaller) when going to a twin or mutiple disc setup

Is the gain from a smaller diameter clutch/pressure plate and more clamping force??

I thought I had read that Porsche is considering twin disc clutches in some of the newer cars, something about being able to upshift while under power?? (IMG:style_emoticons/default/wacko.gif)

Hayden or anyone else, care to enlighten us??
(or maybe just me since everyone else might "get-it" (IMG:style_emoticons/default/smile.gif) )
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Mueller
post Jun 19 2003, 06:44 PM
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I guess you found the weak link in the system (IMG:style_emoticons/default/smile.gif)
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Brad Roberts
post Jun 19 2003, 06:47 PM
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The cup cars are bitchin..

Lift throttle upshifts without the clutch at 9kRPM down the straight at Thunderhill. Nothing quite like it.

I was actually sad to see it go.

B
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Brad Roberts
post Jun 19 2003, 06:50 PM
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Oh.. basically you couldnt tell that he was lifting throttle to make the upshift. Its not like he was coming off the throttle completely to make the upshift. Maybe 300-400 rpm "lift"

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drew365
post Jun 19 2003, 07:13 PM
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Brad; could you post contact info for Paul Guard, I'd like to inquire about his limited slip units.
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TMorr
post Jun 19 2003, 10:04 PM
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Mike,

Looks like you understand the multiplate clutch now....
In answer to the organic plates from Tilton, No, they don't.
We are having to work with Sachs to get organic friction surfaces. They have what we want, a 200mm Ø organic, single plate, 6.0lbs clutch that can handle about 330 lbs/ft torque. This is pretty much a direct replacement for the soon to be NLA available 911 Aluminum covers.
I could not find a domestic clutch company (name company) that could supply what we wanted, so at this stage our new HiPo street clutch will be based on the above unit in conjunction with a unique aluminum / steel composite flywheel.

Regards

Hayden PTBT
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seanery
post Jun 19 2003, 10:43 PM
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Hayden,

I don't know if anyone has said this publicly to you, but it's pretty cool that you are a member here, and post like you do.

Thanks A lot!

by the way, love your shifter!
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MJHanna
post Jun 20 2003, 07:15 AM
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tilton flywheel has very little weight


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MJHanna
post Jun 20 2003, 07:16 AM
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Does this 911 make my butt look big?
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this is a "rally" pack on a 3.0L


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MJHanna
post Jun 20 2003, 07:17 AM
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Does this 911 make my butt look big?
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tilton throw-out bearing on a G-50 with a tilton starter


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Dave_Darling
post Jun 20 2003, 11:42 AM
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Contact for Paul Guard: gears (at) gte (dot-net).

The little blurb I saw recently sounded like Porsche was considering using the same transmission that Audi is putting into some of their cars. The Audi one has two input shafts and two gear stacks, one for even gears and one for odd gears. (It's an auto-manual box.) The controller pre-selects the next gear for you, then when either you tell it to shift or it decides you need to shift, it will disengage the one clutch and engage the other one. Shifts faster than Luhr or Massen or Tazio Nuvolari himself!

Note that this is rather different from the multiple-plate clutch setup that we've seen such a good explanation of...

--DD
(Ugly problem here at work so I'm avoiding it. (IMG:style_emoticons/default/wink.gif) )
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need4speed
post Jun 20 2003, 05:41 PM
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Speaking of neat drive-train stuff;

How about NO clutch?
Buddy of mine just bought a Nissan Murano SUV -
But it's got a 3.5l engine with a Continuously Variable Transmission.
(It's actually an Altima with a body that looks like a truck).

It's like kind of a belt drive (apparently, it's really a fine-mesh-chain of some sort, made of a really hard alloy), that runs between two cone-shaped pullies, and a computer pushes the cones back and forth to adjust the drive ratio continuously as the vehicle accelerates. It's very weird driving it, you step on the gas, and the engine revs up, but you never hear or feel a shift as the car just keeps accelerating. Apparently, it does away with all the losses and problems of automatic transmissions. It was hard to tell though, in a truck. I just don't know how they keep that belt from slipping when the engine starts to get serious. It's a pretty torquey engine.

Since it's front-wheel drive, I climbed underneath to get a look at it to see if it could be bolted onto a rear or mid engine setup. (IMG:style_emoticons/default/smash.gif)

Didn't look very promising tho.
(IMG:style_emoticons/default/confused24.gif)
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