twicks69
Supporting Vendor
- 4,207
- 1,691
- Mar 12, 2004
-
Milwaukee,
Wisconsin
Fellow DSM'ers, I have some extremely cool pics to show all who are looking for a twin disk that can handle 1000+ torque without shearing the splines off the clutch disks!
Some of you on here know that my off-the-shelf Quarter Master 7.25" V-Drive Rally Twin Disk Clutch had sheared off all the splines on the clutch disks while I was on the Dyno back in July 2008. We were putting down 766AWHP and 713 Torque at all 4 wheels when this happened. These were the stock off-the-shelf disks from 2005.
Since then, Quarter Master has released an upgraded clutch disk with heat-treated hubs for the clutch disks. While this may be a good enough fix for most people, it wasn't for me. They worked great, but I still wanted to have a clutch that I could be assured would take all the abuse I put at it and not fail.
So.....
I spoke with Jeff Neal, President of Quarter Master Clutch when I was at the PRI Show (Performance Racing Industry) in Orlando, FL in December, and we talked about a new hub design that would reduce chatter issues along with strenghening the hub design by increasing its engagement surface area on the input shaft, and on the clutch disk so it would not fail. Jeff showed me a design they were working on, and I was very interested to see if it could handle the power I was putting down, so Jeff decided to let me be the test-bed for a complete prototype version of the clutch on my Eclipse!
I wouldn't say that the design is revolutionary, because the technology initially was used in a similar design for the carbon/carbon clutch hubs, but I believe it is the first of its kind for our application using a metal disk setup. Essentially, clutch disk splines now engage the entire length of the input shaft using one piece, whereas the original design, and every other design out there currently being used engages it using two separate pieces. The old clutch disks (current production pieces) engage at the most of 0.85" on the input shaft splines. The new hub design engages 1.55" of the input shaft splines with a single piece!!! The single solid piece design will definitely require you to have a good input shaft in the transmission, but will eliminate the issue of twisting off input shaft splines on high HP cars. The only way it would fail now, would be for the input shaft to snap in half! These separate pieces still engage most of the input shaft splines, but still chatter and cause harmonic issues.
This new design takes the entire splined hub and puts it on one single disk, then floats the second disk on a set of much larger/beefier splines to prevent failure, while hopefully reducing harmonic/chatter issues. The splined hub is approximately 3.00" and is 39-spline for engagement of the second disk, whereas the old version is like any other Mitsubishi (Ford 20-spline) is a 7/8" 20-spline engagement hub. The clutch disk hub is also much stronger by the fact it is now using 12 rivets instead of the 8 rivets used on the current production version. It also should have a slightly lower moment of inertia as more of its weight is centered at its radial axis than before.
What we came up with is the design shown below (all Quarter Master's idea for design), for OUR APPLICATION!
The entire clutch assembly and flywheel assembled weight is right around 18 pounds!
Please understand, this is a COMPLETE PROTOTYPE clutch/hub design, and has never been used on a DSM utilizing a Gear-Drive Hub!!! This is "THE" TEST version!
I will be installing this clutch in time for the 2009 race season on a completely new race engine and turbo setup that is beginning to go together as we speak. The new HP goal is 900+AWHP, and 750 torque on a 7-BOLT 2.3L aluminum rod/ custom piston/stock crank. I have not purchased the turbocharger yet, but that is the easy part.
The goal is to put down as close to an 8.99 as possible in my street car. I still need to finish my roll cage add-on's along with the parachute mount, and window net in order to be compliant with all NHRA safety regulations. This will happen after the engine is back in the car though. If I cannot break into the 8's, I will not feel bad, since I will have already acheived so much on the 7-bolt 4G63 engine; let alone for an all-turbo street car.
So on to the show, and THANK YOU QUARTER MASTER CLUTCH!!!!!! This company has excellent customer service and has the ability to tailor a custom clutch to the user's needs!
When the dyno-tuning begins on this new clutch/engine/turbo setup, I will keep everyone in the loop as to its clutch characteristics, chatter, engagement, capacity, etc. Dyno Tuning is expected to start around August 2009 (EDITED TIMEFRAME FOR ACCURACY).
I have attached several photos for you all to see:
Some of you on here know that my off-the-shelf Quarter Master 7.25" V-Drive Rally Twin Disk Clutch had sheared off all the splines on the clutch disks while I was on the Dyno back in July 2008. We were putting down 766AWHP and 713 Torque at all 4 wheels when this happened. These were the stock off-the-shelf disks from 2005.
Since then, Quarter Master has released an upgraded clutch disk with heat-treated hubs for the clutch disks. While this may be a good enough fix for most people, it wasn't for me. They worked great, but I still wanted to have a clutch that I could be assured would take all the abuse I put at it and not fail.
So.....
I spoke with Jeff Neal, President of Quarter Master Clutch when I was at the PRI Show (Performance Racing Industry) in Orlando, FL in December, and we talked about a new hub design that would reduce chatter issues along with strenghening the hub design by increasing its engagement surface area on the input shaft, and on the clutch disk so it would not fail. Jeff showed me a design they were working on, and I was very interested to see if it could handle the power I was putting down, so Jeff decided to let me be the test-bed for a complete prototype version of the clutch on my Eclipse!
I wouldn't say that the design is revolutionary, because the technology initially was used in a similar design for the carbon/carbon clutch hubs, but I believe it is the first of its kind for our application using a metal disk setup. Essentially, clutch disk splines now engage the entire length of the input shaft using one piece, whereas the original design, and every other design out there currently being used engages it using two separate pieces. The old clutch disks (current production pieces) engage at the most of 0.85" on the input shaft splines. The new hub design engages 1.55" of the input shaft splines with a single piece!!! The single solid piece design will definitely require you to have a good input shaft in the transmission, but will eliminate the issue of twisting off input shaft splines on high HP cars. The only way it would fail now, would be for the input shaft to snap in half! These separate pieces still engage most of the input shaft splines, but still chatter and cause harmonic issues.
This new design takes the entire splined hub and puts it on one single disk, then floats the second disk on a set of much larger/beefier splines to prevent failure, while hopefully reducing harmonic/chatter issues. The splined hub is approximately 3.00" and is 39-spline for engagement of the second disk, whereas the old version is like any other Mitsubishi (Ford 20-spline) is a 7/8" 20-spline engagement hub. The clutch disk hub is also much stronger by the fact it is now using 12 rivets instead of the 8 rivets used on the current production version. It also should have a slightly lower moment of inertia as more of its weight is centered at its radial axis than before.
What we came up with is the design shown below (all Quarter Master's idea for design), for OUR APPLICATION!
The entire clutch assembly and flywheel assembled weight is right around 18 pounds!
Please understand, this is a COMPLETE PROTOTYPE clutch/hub design, and has never been used on a DSM utilizing a Gear-Drive Hub!!! This is "THE" TEST version!
I will be installing this clutch in time for the 2009 race season on a completely new race engine and turbo setup that is beginning to go together as we speak. The new HP goal is 900+AWHP, and 750 torque on a 7-BOLT 2.3L aluminum rod/ custom piston/stock crank. I have not purchased the turbocharger yet, but that is the easy part.
The goal is to put down as close to an 8.99 as possible in my street car. I still need to finish my roll cage add-on's along with the parachute mount, and window net in order to be compliant with all NHRA safety regulations. This will happen after the engine is back in the car though. If I cannot break into the 8's, I will not feel bad, since I will have already acheived so much on the 7-bolt 4G63 engine; let alone for an all-turbo street car.
So on to the show, and THANK YOU QUARTER MASTER CLUTCH!!!!!! This company has excellent customer service and has the ability to tailor a custom clutch to the user's needs!
When the dyno-tuning begins on this new clutch/engine/turbo setup, I will keep everyone in the loop as to its clutch characteristics, chatter, engagement, capacity, etc. Dyno Tuning is expected to start around August 2009 (EDITED TIMEFRAME FOR ACCURACY).
I have attached several photos for you all to see:
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