all exedy hyper single, twin and triple all come with a 2200lbs pressure plate. The new HD I do belive have alittle higher pressure plate. I've seen threads that people with the single, will wear out on you prematurely if you're making any more than 400whp.

 

maybe this lock out problem is caused by stock flywheels since they keep so much energy and momentum where the light weight ones dissipate it quickly and not keep the momentum which would hold the pressure plate engaged under high RPM. That is a big problem on all the high power mustangs i work on

 

^^crikey, sounds good so when using the ACT unit, always opt for the street light flywheel

 

Sales are great actually, thanks for asking. April and March were the 2nd and 3rd biggest respectively in the companies 14 year history.

While you may get paid to be on the internet I'm relatively ceratin that you don't get paid to be in ACT threads which was my response to your comment about why I pop up in ACT threads. I personally could care less if you got paid to fly kites all day long.

I just find it odd that some nameless guy is wondering why a paying manufacturer on this site responds or gives input in threads pertaining to their products .

 

Do you have any insight to this lockout issue? Is it an installation problem? Luck of the draw? it's seemingly random and I just got an XTSS so I am sitting here hoping I don't have the issue pop up for me.

 

Figured Id chime in. I have had ACT products in every performance car I have owned over the years. Needs a clutch it gets an ACT.

So to follow suit I put one in the EVO. Car was fine I could shift it at any RPM I wanted to for the past 35-40k and it still holds just as strong as it did after brake-in. Recently I have noticed the high RPM lockout.

Ok lets adjust the clutch rod out, a little better but No Dice, 3 to 4 yea right. I cant say anything bad about the clutch holding the torque but at this point high RPM's are not happening.

So when the motor gets built its time to step it up to a twin unless ACT has a solution to this dilema then I will gladly put in another ACT product

 

Installing a clutch really is not rocket science and for a bunch of people to install it the wrong way makes it even less likely.

Its been fixed by many by simply adjusting out the clutch rod others havent been so lucky.

 

Understandable, but since it's so hit and miss it has to have some correlation to a variable.

Reason would dictate that the clutches are pretty much the same and so are evo trannies, so it's either the lines used, the restrictor, the flywheel or install. Those are the only things I can think of that should be varying in this case....

ACT? What's the dilly?

 

I was also wondering what the ACT xtss would hold up too. My evo needs more holding power. My choice is set on the Exedy twin. I have a friend with a six puck ACT and it is holding strong from what he tells me, right now he sitting a 460whp.

 

Typically what we've seen can be fixed by adjusting the rod and that will cure the majority of the cases reported. The other thing that we've noticed is that if the disc is bent (from shipping or during installation) or warped after prolonged use it will cause the lockout problems described.

It would be pretty odd for a clutch to work for 35-40K and all of a sudden become defective. The street disc because of the material used is going to be a lot less heat resisant than a puck style disc and because it is built differently (thickness and friction material) a lot less likely to cause lock out problems given the 2 instances I just gave.

I do agree that putting in a clutch is not rocket science, but we've also seen numerous instances where installers never bother to adjust the clutch after installation. They in turn give the customer the car back to the unsuspecting customer who then comes on here looking for a solution. Each car along with each clutch manufacturer is different. Some cars require no adjustment and some do, it's the same as tuning a ECU. Not every Evo has the exact same tune. Make no mistake there are other clutches that require adjustment, but most of those owners choose not to come on here after paying for a clutch that may cost twice as much as ours.

I will even admit that there are times we have made mistakes and when presented with the problem we will try to fix it. Is everyone going to be happy in the end? The short answer is no. We sell quite a few of these clutches and do our best to come on here and answer questions and offer solutions to Evom users with clutch problems in general. I aso know that not every person that beats the crap out of their clutch comes on here and says that's why it failed because the easier thing to do is blame someone else.

 

no to act ..i think its junk if your going to be racing with it .. i had alot of rpm lockouts and i do not recommend them ... so i went the extra route and got the exedy twin with shep trans ...

 

i just had a prolite with the mb7hdss installed.

no shidting problems what so ever @ 8k.

i dont want to twist my motor much past 8k, as i am still on oem rod bolts.

 

I used ACT with my GSX and it worked rather well.. never went out, and held togather when launching at 7k Rpm.. I did get lockOut 1 out of 3or4 times when at the track.. I wrote it off as sh*ty DSM trannys.. it was always shifting from 1 to 2nd,.. solved it by just shifting at 6500 in first.

 

I just installed the SS line and took out the Clutch Restrictor and been adjusting the F... thing up and down and all around for the past hour. It seem to be better IF I hold the clutch in for 1second before I shift. Oh ya this happen if the rpm going up too fast and not just at 7000+.

 

i think thats the key, A LIGHTER FLYWHEEL, and replacing the rubber hose from the master to slave cylender hard line. guess im going to with ACT