-1A (Sprung Organic) clutch kits should be used for street performance driving. Normally applications that have had minor performance upgrades like an exhaust, intake and tune.  Most kits are a 15-20% upgrade in torque.

-1B (Sprung Ceramic) clutch kits are used for high performance street and track driving where the horsepower has been increased even further. Normally a turbo or boost upgrade along with supporting modifications.

-1C (Cushioned Ceramic) clutch kits are used for extremely high performance street and track driving where the horsepower has been increased even further and the driver still values good driveability. Normally a turbo or boost upgrade along with supporting modifications.

-1R (Ceramic Race Single) clutch is for motorsport use only. This is an extremely high clamping force clutch for track use or extremely high horsepower vehicles that need to retain a single plate clutch.

A sprung disc incorporates springs around the hub which allows movement of the hub independently of the friction material. This allows the power to be gradually transferred to the gearbox, making the entire process smoother and quieter.

Rigid discs do not have this dampening effect and are simply a solid disc riveted to an input shaft hub. These discs are stronger and generally used in racing applications for reduced mass on the input shaft.

This is dependent on the application and type of vehicle the clutch is designed for. Vehicles will respond differently to rigid and sprung discs and therefore, each clutch is designed and built to suit a specific application.

This is application specific, but in most cases, the flywheel will be produced from 4140 Chromoly. This material offers exceptional weight savings and strength. XClutch also use very high quality QT450-10 Ductile Iron to produce flywheels. This material is high strength and provides a great surface area for mating with organic friction material.

Absolutely, we specialise in engine and gearbox conversion clutch kits. For some popular conversions, we may even have the kit in stock or already designed. For others, we may need some dimensions from you, allowing us to produce a clutch kit to suit almost any application.

Occasionally a vehicle is converted to have push type actuation to increase the range of clutch kit options for that vehicle. Converting the vehicle to push type allows kit options such as 184mm, 200mm, and 230mm racing clutches to be installed.

Like with most performance modifications, performance clutch kits come with a compromise. Each clutch is different depending on the level of performance. Some can have slightly increased operating effort and levels of shudder depending on the diaphragm and friction material.

A performance clutch can also cause increased noise in the driveline and twin plate kits can “rattle” when the clutch pedal is depressed due to the floating intermediate plate.

These side effects are generally very minor and are often overlooked due to the benefits of a performance clutch upgrade.

A performance clutch is designed to provide improved clamping force and/or an alternative friction material to increase the torque capacity of the clutch. This allows the clutch to handle increased engine performance without slipping or failing.

In most instances a performance clutch is designed to handle increased performance rather than resist wear. However, in cases where a standard clutch is slipping due to the vehicle having more power or torque than the capacity of the clutch, then it is likely to wear out much quicker, meaning a clutch designed for performance applications will last longer in this case.

Depending on the style of twin plate, it is likely that the clutch will omit a “rattling” noise when the clutch pedal is depressed. This is due to the intermediate plate floating. XClutch has developed a range of 10.5” (263mm) twin plate kits for some applications where the intermediate plate is strap driven, stopping the intermediate from rattling when the clutch pedal is depressed. There can still be increased driveline noise when changing to most style of twin plates.

A single mass flywheel loses the dampening effect of a dual mass flywheel and as a result, a single mass flywheel can cause more noise and vibration. These factors are not damaging to the vehicle’s components when combined with the correct friction disc with wide angle dampening..

This is dependent on the type of clutch and vehicle. A performance clutch can increase or even decrease pedal effort. It is also likely to alter the engagement point and the way it engages. At XClutch, we conduct extensive testing and development to improve the driveability and pedal effort of our clutch kits

All XClutch kits are designed to be specific to the application. It is not likely that the clutch will cause more wear and tear on the gearbox but the type of driving that is done with the clutch can cause damage. Being overly aggressive with a stronger clutch could cause damage.

If your vehicle is used regularly to the limit of its peak torque and the factory clutches are not lasting then it can be very beneficial to use a heavy duty clutch for towing.

A lightweight flywheel will improve the engine response of a vehicle as the engine does not need to work against so much rotating mass. It can reduce drivability in street vehicles and make it easier to stall.

Depending on the clutch kit and flywheel application, you may be able to use an XClutch assembly with a different flywheel, however as some manufacturers use different designs for their pressure plate, it is vital to check this with XClutch first before ordering.

Not necessarily. We always recommend inspecting (or upgrading when necessary) any components that may wear such as concentric slave cylinders etc. when replacing a clutch kit. Due to the labour involved with removing the gearbox, it can be good insurance to do these at the same time. XClutch commonly provide these components with their kits. In some cases, it is important to update the hydraulics when upgrading your clutch kit in order to make the clutch operate correctly.

It is vital to correctly bed a new clutch kit in to ensure the best durability, performance and feel. To bed a clutch kit in, drive the vehicle gently for the first 1,000 km and avoid launching the vehicle aggressively. Low RPM engagements are best for bedding in the friction material with the flywheel surface.

It is best to check with the vehicle manufacturer what the recommended grade of fluid is for the hydraulic system. Some clutch systems share common brake and clutch reservoirs. In most cases, for street use, anything above Dot 3 is fine. In performance applications or where a common brake and clutch reservoir is used, a minimum of a Dot 4 or 5.1 should be considered.  It is important that these are never mixed with any systems designed to utilise Dot 5 fluid and these fluids should never be mixed with Dot 5 fluid. It is also important to check the compatibility of these fluids with XClutch for your specific kit before using in the vehicle.

In most cases it is possible to purchase individual components from XClutch. In multi plate applications, XClutch offers a range of discs and intermediate plates as individual components and it is also possible in some applications to upgrade your clutch to a higher specification.