Clutch Dilemma: Need Opinions....
 

Car is going in for 5-speed conversion in a week (Nov 17th). My original plan was to go with an ACT Stage 2 clutch right off the bat because I wanted to have a turbo kit in by May. Well, turns out the engagement ring for my girl is going to set me back over $10k plus student loans of $16k. So the turbo might not be feasible until July or August.

My question: should I bother going with an ACT Stage 2 since it will be so long til I am boosted or should I go with ACT Stage 1 for now and switch the disc when the time comes. The Stage 1 holds 362 ft-lbs while the Stage 2 holds 463 ft-lbs.
My main concern is drivability. I do not want harsch engagements for the 8 to 9 months that I will be NA if it is not necessary.

I am looking for opinions from guys with the ACT Stage 2 on its drivability and harschness. If it's not bad, then I will go with it right off the bat so I don't have the expense of changing it down the road. Also, the reason I am going with an ACT as opposed to a Spec is because I can get the ACT kit well below retail price.


-Tony

i think that you dont need ACT 2 even boosted...you have some lofty goals if you are expecting more than 362lb ft......ALSO stage 2 will definitely go through a Maxima trans....no doubt about it.

BTW Hal runs ACT stage 1 in his 501tq beast.

if anything get stage 1...but i would say dont get ACT at all unless you are prepared to buy new transmissionS

ACT makes me :banghead:

Damn 10k on a engagement ring, congrats she must be one heck of a gurl for 10k or ya got ripped LOL j/k. On clutches I would go with the clutchnet clutch rather than the ACT, just like luckee2bhere says ACT is no good for max tranny. Plus Ive heard nothing but good from clutchnet from the two main people with boosted maximas Nigel and Matthel

You have the option to go ACT stage 1. If you know your going to boost more then 12PSI go with the clutchnet clutch. If your going to boost 10PSI and below ACT will be just fine. Thats what I have. So far so good.

I decided on a Spec Stage 2 Kevlar street/strip clutch. I've heard great things about Spec and the Kevlar supposedly allows for very smooth engagement. We shall see....


-Tony

EXEDY SPORTS & PERFORMANCE CLUTCH PRODUCTS

Hyper Single Clutch:

The Hyper Single Clutch is engineered to optimize performance for cars that are moderately modified, but do not require the clutch capacity of a multi-plate clutch. Similar to our multi-plate clutches, it has a forged aluminum cover that is anodized purple. The aluminum cover is stiffer than a stamped cover and therefore allows a higher lever ratio to maintain the pedal efforts at a reasonable level.

All Hyper Clutches come with a steel flywheel and a 6-puck cerametallic facing, spring center damper disc assembly. The disc is generally smaller and thinner than the OEM disc making for lower inertia and therefore quicker, easier shifting and less wear and tear on the transmission synchros. The higher clamp load and cerametallic friction facings give approximately twice the holding torque of the OEM clutch and generally higher than other single plate clutches.

As with all cerametallic clutches, the street driveability may be marginal due to chattering and harsh engagement characteristics.

An additional feature of the pressure plate is a series of turbine-like, air flow enhancing vanes that keep the clutch cooler under extreme operating conditions to improve wear life. For Purchase information Please Click Here: :: EXEDY SPORT & PERFORMANCE CLUTCH SPECIALIST'S ::
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Multi Plate Clutch:

For high-powered applications, EXEDY offers twin and triple Multi-Plate Clutches. These are designed for hot street action as well as drag, road and rally racing.

The twin plate clutches are rated for above 500hp to 750hp. The triple plate clutches are rated for up to and over 1000hp (for drag race applications). Twins come as with both spring damper discs and solid discs. Triples are all solid discs.

All of our multi-plate clutches come with a lightweight, chrome moly steel flywheel and the famous purple anodized forged aluminum clutch cover. Depending on the application, we have both strap drive and lug drive models. All have T5001 cerametallic friction materials for extreme heat resistance.

Engine modifications e.g.. cam-timing-turbo modifications etc. cause engine pulsation and vibrations. These vibrations can cause clutch rattle when the clutch pedal is depressed by movement on the intermediate separator plate in some applications. These noises will in no way affect the performance of the Exedy Multi Plate Clutch. This rattle is well accepted in the performance industry where engine modifications have been carried out. For Purchase information Please Click Here: :: EXEDY SPORT & PERFORMANCE CLUTCH SPECIALIST'S ::

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Multi Plates Twin Plates Honda Twin


Single Plate Organic:

EXEDY Racing clutches with organic friction materials use only premium friction materials that are resistant to slippage and burst. Increased clamp loads give the necessary capacity to handle modified engines.

The driveability will be like a stock clutch. Pedal efforts will be higher because of the higher clamp loads. All of our clutch discs have high capacity spring center dampers to reduce the drive train shock and impact. For Purchase information Please Click Here: :: EXEDY SPORT & PERFORMANCE CLUTCH SPECIALIST'S ::


Single Plate Cerametallic:

EXEDY cerametallic clutches are designed to handle the abuse of high power modified engines. Our cerametallic friction material can handle much more slippage than stock type disc assemblies without slipping and fading.

All EXEDY cerametallic clutch discs have spring center dampers to reduce the impact and shock loads put into the drive train. This protects the transmission and the rest of the drive line system.

We offer two types of cerametallic discs -normal thickness and reduced thickness.

The reduced thickness (thin cerametallic) discs offer greatly reduced inertia to improve shift efforts, make for faster shifting, and improve synchro durability. These discs are approximately 1/2 the thickness of a stock disc.

The normal thickness (thick cerametallic) discs have better heat capacity and therefore better durability in demanding applications such as all wheel drive. Even with the normal thickness, our three puck cerametallic discs still typically have less inertia than a stock disc.

With any cerametallic clutch system, there will be some compromise of start up driveability as compared to a stock clutch (chatter on light throttle, low rpm start up). This characteristic is generally felt to be acceptable in modified performance cars. Drivers of cerametallic clutches on the street should be warned not to "ride the clutch" to try to reduce the chatter as this will greatly increase the wear.


Cerametallic Thick Cerametallic Thin

Racing Flywheels:

EXEDY Racing Flywheels are made from solid one-piece billet chrome moly steel or chrome moly steel forgings. They are specifically designed to reduce weight and inertia for better engine response. Most incorporate special design features to enhance the air flow to improve the cooling of the clutch. The ring gear teeth are milled onto the flywheel unlike an aluminum flywheel where the ring gear is pressed onto the flywheel which has the possibilities of separating from the flywheel. This could cause the flywheel to explode due to two different expansion coefficients (aluminum flywheel pressed on steel ring gear). EXEDY steel billet and forged steel flywheels have passed engineering tests to 15,000 rpm. They are guaranteed to be explosion proof at the said rpm. For Purchase information Please Click Here: :: EXEDY SPORT & PERFORMANCE CLUTCH SPECIALIST'S
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