And where can I get TILTON clutch plates?
Discussion
'fraid I can't help with the question but...
How did you go about fitting a 3 plate clutch to the engine. Is it a custom flywheel or a standard option from Keneddy Engineering? Also did you use a Tilton hydraulic release bearing as well? I take it that this is in a standard Chevy/Porsche combo... Sounds like an interesting setup.
How did you go about fitting a 3 plate clutch to the engine. Is it a custom flywheel or a standard option from Keneddy Engineering? Also did you use a Tilton hydraulic release bearing as well? I take it that this is in a standard Chevy/Porsche combo... Sounds like an interesting setup.
You can buy the plates from Demon Tweeks mail order.
Now down to more important stuff..... come on Paul tell us about your clutch.
Was it easy to fit?
Is it Ok for road use?
Does it cut it generally?
I sat in the GD T70 lola with a similar engine/box combination to me and it's clutch pedal pressure was superd, miles lighter than any Ultima's I have felt and very short. This I was told was down to it having a 3 plate clutch.
Now down to more important stuff..... come on Paul tell us about your clutch.
Was it easy to fit?
Is it Ok for road use?
Does it cut it generally?
I sat in the GD T70 lola with a similar engine/box combination to me and it's clutch pedal pressure was superd, miles lighter than any Ultima's I have felt and very short. This I was told was down to it having a 3 plate clutch.
A twin or triple late clutch will allow a much lighter pedal action. This is because there is less clamping force required as the force is spread out over 2 or 3 plates rather than having to clamp 1 plate very hard.
The trade off is that the biting point on a twin or triple is very short and they are much more 'sudden' or grabby than a single plate clutch.
It takes a bit of getting used to when pulling away and driving in traffic etc.
I used to have a good twin plate on my old Skyline, it was rated to 700bhp but the pedal action was lighter than stock, I stalled it quite a few times in the first few weeks as I slowly got used to it but once acclimatised I got to really like the way it worked.
It could lead to some interesting wheelspin action in a torquey rear drive Ultima in the wet I would imagine
The trade off is that the biting point on a twin or triple is very short and they are much more 'sudden' or grabby than a single plate clutch.
It takes a bit of getting used to when pulling away and driving in traffic etc.
I used to have a good twin plate on my old Skyline, it was rated to 700bhp but the pedal action was lighter than stock, I stalled it quite a few times in the first few weeks as I slowly got used to it but once acclimatised I got to really like the way it worked.
It could lead to some interesting wheelspin action in a torquey rear drive Ultima in the wet I would imagine
454 said:It could indeed! My experience is that it's difficult to stall the Ultima - I've sometimes inadvertently set off in third gear not noticing till I'm rolling!
The trade off is that the biting point on a twin or triple is very short and they are much more 'sudden' or grabby than a single plate clutch.
It takes a bit of getting used to when pulling away and driving in traffic etc.
It could lead to some interesting wheelspin action in a torquey rear drive Ultima in the wet I would imagine
The Ultima flywheel did need a bit of work, slight skim. The clutch is fine for the track, bit of a pain on the road as the "bite" is instant, so "slip" is minimal (not good for hill starts!) The release is a saab 9000 unit, and I changed the the clutch servo to make the clutch a bit lighter, now i only need to use 1 leg to push the pedal! The travel is minimal on the clutch as a result. I have heard that the standard 911 clutch release setup is a bit fiddly ? This setup is very simple and works well.
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