Thread: VE-T twin scroll setup

This was a clutch specialties clutch. It was rated for 400lb ft at the fly, it broke loose at 350 wtq. The pressure plate was really really good, and this was my favorite clutch I have EVER had. It killed the driveability and holding capacity of my two ACT clutches with HDSS disks, but was perfectly smooth still.

Sweet, I still have the number that you posted in the other thread .

I'll give them a call and see what they can do.

I talked to Brian today just now! This is what we have gathered from this clutch! EXCITED hahaha.

We started with a 1600lb diaphram, stock is 1135lb static pressure. 40% increase in pressure over stock.

Once the diaphram was changed, we got another 25% more capacity 2000 lbs static clamp load! This was accomplished with a lower pressure diaphram with a pivot change. You don't feel the pivot change from the pedal effort, but it grabs with another 600lb of force! Most clutch companies don't mess with pivot points because of the labor-intensive work, most just throw in a stronger diaphram. The stronger diaphram makes pedal effort on some cars extremely stiff.

So we were at 1600 w/o geometry change, now it is around 1950lbs. Now lets look at the friction coefficients of the clutch material. An organic disc can be anywhere from .20-.25. A ceramic 6-puck that I had before was a .32. The range for Feramic and sintered iron starts at around .35. So what is this disk rated at???


.55 friction coefficient! Brian is confident that this clutch is going to hold anything I can throw at it! 2000lb of clamp with a .55 friction disk! Though this was pretty labor intensive, Brian has assured me that this is more clutch than I have EVER had before. Even without the pivot change this disk would prob still hold the power!

I feel much better now lol. He said it should still handle daily work as well, but sintered iron is pretty aggressive on flywheels. Good thing I have a replaceable friction surface! (which he also can supply me with).

Now I can't wait for this manifold to be finished! I am expecting to put down some very serious numbers very soon on the dyno! I can't wait!

When this is all done and it sees the dyno then I will let you all know what I think about this clutch. So far, every clutch Brian has made for me has held up better than anything ACT has ever gotten me, and the cost savings made it an even better deal!

:biggthumpup: This is my old clutch when it was new:



6-puck ceramic disk

More pics. She is coming along guys. Sorry for the hold-up. I need the car next week for work so hopefully she is done!











Here's my boy checking for shaft play. Yea buddy! Inspect it good!















Hope to have dyno results within this month. If things go well with no hiccups. If not, maybe the beginning of the month of July.

Sweettt

That's one weird looking clutch disc! I bet it feels close to stock though.


Very nice turbo, looks great

Ok so I got to looking at this exhaust housing and I see something of concern. The bolts that hold the turbine housing on protrude into the exhaust flow path in one of the ports of the housing. This you can see that it will cause some flow restriction. I am going to cut the bolts down and smooth them out to get them out of the exhaust flow.

It is kinda frustrating that it is designed that way. Perhaps most don't ever have an issue with this, but I don't want anything projecting into the exhaust flow that can affect flow negatively.

I am really hoping to break 400whp on low boost! Perhaps the divided larger housing, new center section, divided wastegates etc will allow me to hit that goal. I only have 47whp to go, but I am also running less boost. 14psi vs 15psi.

How is the manifold coming along?