Advanced Clutch Technology's Blog

ACT RELEASES SFI-APPROVED PERFORMANCE CLUTCH KITS FOR THE 2010 HYUNDAI GENESIS COUPE 2.0L TURBO

advancedclutch — Tue, 21 Feb 2012 23:04:36 +0000

Advanced Clutch Technology (ACT) has released a new clutch kit for the 2010 Hyundai Genesis Coupe 2.0L Turbo.

ACT’s new clutch kits for the 2010 Hyundai Genesis Coupe 2.0L Turboinclude a HY012 pressure plate, a choice of disc and alignment tool. The HY012 pressure plate is manufactured using a billet aluminum cover which makes it both stronger and lighter in weight. It utilizes a ductile iron friction surface which meets SFI requirements and is assembled with stronger straps and rivets. It also incorporates
hardened diaphragm fingers for decreased wear and provides a 64 percent increase in clamp force over the stock.

The ACT Street clutch kits combine the HY012 pressure plate with a performance organic street disc. The disc features premium organic friction materials able to withstand increased heat and abuse, steel-backed linings for high-burst strength and modifications engineered for quicker shifting. The ACT Street clutch kit provides a moderate and consistent pedal feel, smooth engagement and significantly improved durability. These kits meet SFI Spec 1.1 and have increased torque capacity up to 365 lbs./ft.

The ACT Race clutch kits combine the HY012 pressure plate with a cerametallic Xtreme Race disc, which is available in 6- and 4-pad spring-centered and rigid-hub designs. These discs are very durable while allowing for quick shifting. The Xtreme Race discs are for high-powered engines and recommended for track use only. The ACT Race clutch kits meet SFI Spec 1.1 and will hold 465 lbs./ft. of torque.

To view the full press release and spec sheet, please click here.

ACT Presents: Hit and Run – Episode 3

advancedclutch — Tue, 07 Feb 2012 00:08:37 +0000

Advanced Clutch Technology presents our sponsored driver video series, Hit and Run, set to run through the off season. We spent time with Team ACT drivers during the 2011 racing season to get to the bottom of those deep, heart-to-heart questions we’ve all wanted answers to. This month we asked our drivers what their top five desert island discs would be. Needless to say, we got some interesting responses from Metallica to Britney Spears. Watch Episode 3 and the previous episodes, if you haven’t already, and tell us what your “Top 5″ are.

Don’t forget to check back often for the latest news and technical articles on ACT. You can also follow us on Twitter and like us on Facebook for promotional offers, contests and more!

Advanced Clutch Technology’s “We heart you month” Facebook Promotion

advancedclutch — Wed, 01 Feb 2012 17:36:02 +0000

Advanced Clutch Technology (ACT) is happy to announce a special promotion for our Facebook fans during the month of February! Forget buying that box of chocolates you’ll regret eating or the puppy that ruined your carpet last year, instead hook up your car with a new performance clutch or flywheel that you’ll love for miles to come.

Go to our Facebook page and “Like us” to get a promotion code to use on any purchases you make at www.advancedclutch.com from Feb. 1 through Feb. 29. If you already “like us,” simply go to the “We Heart Our Fans” tab to get your promotion code. Share the love with your friends!

Mike Hallmark talks about ACT flywheels at the 2011 SEMA Show

advancedclutch — Mon, 30 Jan 2012 23:23:20 +0000

Gear rattle

advancedclutch — Thu, 26 Jan 2012 22:04:17 +0000

Increased gear rattle noise may occur when changing to an aftermarket performance clutch and/or flywheel, including ACT’s products. The most common gear rattle noise occurs when a vehicle is idling in neutral after a long drive or on a hot day. It sounds like a light knocking or growling sound. Gear rattle is an audible noise transmitted from the impacts between the transmission gear teeth. A vehicle engine’s torsional vibrations (momentary angular acceleration) pass through a transmission causing the separation and resulting impact of the gear teeth.

Gear rattle is not to be confused with clutch chatter or out-of-balance vibrations; both of which are conditions mostly felt and generally, not heard. In general, gear rattle is not harmful to the transmission, but can be an annoyance to the driver. It can become a serious concern if misdiagnosed as a transmission or engine problem.

Traditionally, automakers have dampened torsional vibrations by using a clutch disc with a spring-centered design and a heavy flywheel. More recently, however, many have started using a dual-mass flywheel to silence the gear rattle in the transmission. Typically when a dual-mass flywheel is used, the clutch disc features a solid, or rigid-hub, instead of a spring-centered. When changing from a dual-mass flywheel to a solid flywheel, a spring-centered clutch will help dampen the torsional vibrations and reduce, but not totally eliminate, gear rattle noise. Other contributors to increased gear noise include: dual-mass flywheel to a single-mass flywheel conversion, a solid or rigid-hub center instead of a spring center, stronger dampening springs in the clutch disc, increased engine performance modifications or a lighter flywheel or clutch assembly. Gear rattle is a commonly accepted trade-off for performance. Gear rattle noise is not a manufacturer’s defect and ACT will not accept warranty claims because of increases in gear rattle noise.

Check engine light when using a lightened flywheel on the Subaru WRX

advancedclutch — Thu, 26 Jan 2012 22:01:09 +0000

When using a lightened flywheel with the Subaru WRX, the check engine light (CEL) has been known to come on for no reason on some vehicles. Because the high inertia of the factory flywheel is not there to smooth out the idle, it can be slightly rougher than stock with a lightweight, aftermarket flywheel. The CEL is the ECU interpreting the change in idle as a misfire in the electrical system. There is no misfire in the electrical system, but this is the only way the ECU has to interpret the change in idle with its programming. The only way to avoid getting the CEL is to use a heavier flywheel, such as the stock flywheel. This has been observed occasionally with flywheels as heavy as 12.5 pounds, but more commonly with lighter flywheels, like the ACT Prolite at 9.6 pounds or aluminum flywheels.

Prevent damage to the release bearing clip on the Mitsubishi Lancer Evo 8-10 pressure plate

advancedclutch — Thu, 26 Jan 2012 21:53:48 +0000

The installation procedure for this type of clutch is very different than for the older Mitsubishi Eclipse or various other Mitsubishi/DSM vehicles. This vehicle utilizes an efficient pull-type clutch that offers more clamp force without adding excessive pedal effort for it to function. However, irreparable damage can occur to the pressure plate’s release bearing clip if improper techniques are used in disassembly and installation of the release bearing. The factory repair instructions must be strictly followed to prevent damage. The release bearing clip is a patented part that is not sold separately, so replacement parts are not available. If damage occurs to the release bearing clip during installation or disassembly, it will not be covered under ACT’s warranty. ACT will replace this clip only if the customer’s original stock pressure plate is provided as a core with a functioning release bearing clip.

Flywheel resurfacing

advancedclutch — Thu, 26 Jan 2012 21:42:12 +0000

A smooth and flat flywheel surface is critical for proper clutch operation and longevity. It is extremely important to maintain the proper step in the flywheel, when applicable. A good automotive machine shop will also be able to rebalance the flywheel to ensure that the engine stays smooth and can reach higher RPM without damage to the engine. For special applications, the flywheel may be altered for better performance. For example, racers using a slow-wearing, sintered, metallic clutch disc may change the flywheel step to put the pressure plate closer to peak clamp load because they are not worried about shortening the longevity of the clutch. This job should be left to an expert performance clutch rebuilder, who can properly analyze the characteristics of the flywheel, pressure plate and disc used.

Improved disengagement on Turbo Eclipse, Talon, Laser and Galant VR4

advancedclutch — Thu, 26 Jan 2012 21:17:20 +0000

Refer to our previous post if you are having disengagement issues and if you still need to improve disengagement, here are some common areas to examine. For First Generation 1989-1994, first examine the pedal assembly. The lever arm connection to the pedal cross shaft has been found to wear down and decrease the distance the pushrod travels into the clutch master cylinder. Replace the lever arm or pedal assembly as needed. Secondly, examine the throw out bearing for proper lubrication on the guide tube and clutch pivot ball. Thirdly, you may replace the rubber hydraulic line with a steel-braided line for better action.

In Second Generation 1995-1999, these cars have an accumulator cylinder that operates between the clutch master cylinder and the slave cylinder, which is designed to reduce feedback to the driver. Therefore, it increases travel requirements. Consider bypassing this device to decrease the travel requirements and give the driver more feedback. Due to a manufacturer’s defect, the crankshaft design tends to prematurely wear the thrust bearing on some engines. It is commonly referred to as “crank walk.” This does not happen to all vehicles but happens frequently enough to be mentioned. Next, examine the throw out bearing for proper lubrication on the guide tube and clutch pivot ball. Lastly, you can replace the rubber hydraulic line with a steel-braided line for better action.

Release point adjustments to the hydraulic system

advancedclutch — Thu, 26 Jan 2012 21:07:41 +0000

On some applications, when an ACT pressure plate is installed, the engage/release point may become closer to the floor. As long as the hydraulics are working properly, this change may be due to flex caused from the added forces placed on the pressure plate and linkage from the increased pressure. A disc that has excessive marcel could also take extra travel to release. In most cases, a small adjustment of the clutch master cylinder pushrod reducing pedal free play will cure the problem. This adjustment is made by screwing the pushrod farther into the clutch master cylinder to allow it to actuate the cylinder sooner. You may also desire to increase pedal travel by adjusting the pedal stop (when equipped). You should never preload the clutch master cylinder. Most repair manuals include instructions and adjustment specifications, which is a great starting point. Clutch pedal travel can also be limited by aftermarket clutch pedals, floor mats or carpet.