thanks!!!

 

having problems with my ACT from 6500+ shifts from 3-4. Grinds like a ****

 

Just curious, do the people having high rpm shifting problems still have their clutch restrictors in?

 

I have my restrictor in. No problems.

 

I have my restricter pill in.

 

My restrictor was still in when I was having my high RPM shifting issues. The restrictor was removed yesterday and I have not had a chance to drive it. I really doubt that it will cure the shifting problem.

 

Let us know if it improves anything. The restrictor slows down clutch engagement and disengagement. So the amount of time it takes for full clutch disengagement should decrease with it out. Just make sure you adjust your clutch pedal accordingly after you remove it. I had to adjust mine.

 

aha!! u hit the nail on the head....

same thing with me...for easy driving..the gears go in smooth and nice(as if it were a rebuilt tranny!!)

but from the time u get into the high rpm range..it refuses to go in unless u drop the rpms.

no grinding at all...just doesnt want to go in....

 

^and i always had my restrictor in...for 3 years now..and this is the only time i'm experiencing this problem...

i never even had to adjust my clutch....not once...until now.but that still doesnt solve the prob

 

Your 6 speed box definately shifts easier than my 5 spd. I dont remember what gear we were in when I stepped on it down the on-ramp, either a 1/2 or a 2/3 shift........either way, your tranny shifted like a hot knife going through butter @ 7,600 revs Then again, your tranny shifts easier during normal driving.

 

Here's some food for thought... In the discussion that "all aftermarket clutch companies have this problem", I'll throw this out there...

Of the aftermarket clutchs on the market *to my knowledge* the following do NOT use a modifed OEM cover / pressure plate:

Exedy
Cusco
Ralliart
HKS
ATS
Tilton
QuarterMaster

Of the above list - only the top three allow you to retain the stock hydraulic / pull-type assembly - the others convert to a 'push style' clutch that envolves swapping many pieces of the clutch system - not just the Flywheel/Clutch.

Hope this info helps you piece the puzzle together...

 

Restrictor has nothing to do with it.

 

I have my money on "not gonna fix it".

The major problem with the 'gear lockout' is the inertia of the discs... even in our Stage 1 clutch (which is a full faced organic disc) the 'lockout syndrome' still exists.

The major demon here is the weight of the disc... the actual disc itself that is spinning when engaged - but must come to a stop before the gearbox will allow a smooth shift.

When you are in the heat of the moment - shifting from 1st to 2nd - in that split second when your foot pushes in the clutch and you tell your brain to 'shift' - the clutch disc must come to a stop - or else you expierence 'lockout'.

Just like anything that carries momentum - the heavier the object, the more inertia it will continue to carry, and the slower it will be to stop... the lighter the object, the less inertia it will carry, and the faster it will stop.

When we manufacture a racing clutch, we try to minimize the inertia of the disc and that's why we use smaller discs, but more of them. They will both slow down faster and allow faster shifts - the springs in the hub portion protect the transmission for 'torque shock' which can (and will) break TCs, Axles, etc, etc...


Hope this helps...

 

Yup I went from 6 puck to Exedy/Cusco 6puck twins.
I have always held the ACT products in High regard but they have seriously disappointed me latley withthe level of performance and quality.
The unsprung hub destroys our drivelines.
I learned my lesson.
NO MORE ACT 6 Pucks

 

I have a clutch masters stage 3 and the kevlar disk is no more heavier than the stocker but i never had this problem with the stocker.