Going for the drop-in build at English Racing
Or the ACT HDSS, ACT XTSS, or the Carbonetic Pro Blade - LOL. I just went though this decision process and settled on the XTSS, but there were no clear winners in my mind. They all have their advantages and disadvantages.
Dan (drb)
mrfred, sorry I didn't have the pistons.
Also a word to the wise, whatever you do, DO NOT PUT AN ACT in your EVO. Quickest way to ensure the trans is going to shift like crap is to put that junk in the car.
Get a good twin disc, like the Exedy.
Also a word to the wise, whatever you do, DO NOT PUT AN ACT in your EVO. Quickest way to ensure the trans is going to shift like crap is to put that junk in the car.
Get a good twin disc, like the Exedy.
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EvoM Guru
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From: Tri-Cities, WA // Portland, OR
lol on the clutch. That stirred up some commentary. ACT is definitely off my list - Some people have had good experience, but there are just too many scary experiences posted on EvoM for me to take a chance that an ACT clutch won't destroy my gearbox. Besides, I'm too into the new ****. Probably will take a chance on the Blade Pro. Hopefully it will filly disengage and have reasonably low MOI. Its either that or the new QM 8-leg twin. Not excited about the latter because of the noise and unsprung disks. (Sure its an Evo, but I strive for good daily driveability.)
Last edited by mrfred; Oct 31, 2011 at 05:33 PM.
I know that some people have lock out issues with the ACT clutches. I had the ACT HDSS and I now have the XTSS. I haven't had any lock out issues with either clutch (shifting at 7800 RPM), but I do have the SS braided clutch lines, shifter bushings, and solid motor mounts which all help prevent lock out.
I'm not saying that it is the best clutch for you, like I said above there doesn't seem to be any clear cut winners when it comes to EVO clutches at your/mine power level.
The Carbonetic Pro Blade definately has my attention but there isn't much good data on what this clutch will handle yet.
I'm not saying that it is the best clutch for you, like I said above there doesn't seem to be any clear cut winners when it comes to EVO clutches at your/mine power level.
The Carbonetic Pro Blade definately has my attention but there isn't much good data on what this clutch will handle yet.
Last edited by drb; Oct 31, 2011 at 05:07 PM.
I was actully just looking at it too
I was such a huge fan of the ACT clutch, and it is great if you aren't going to really push your car, especially on shifts. But it failed me, killed my stock 6spd, and now I'm still waiting on shep to send me a new trans. 
Right now theres a pro blade clutch system (its not just a pressure plate and clutch disk) sitting next to my car just waiting to go in. Can't wait to give it a proper test! Average years worth of abuse on my car includes: 35k miles DDing / long distance cruising, ~30 drag launches, ~15 road course days.
Right now theres a pro blade clutch system (its not just a pressure plate and clutch disk) sitting next to my car just waiting to go in. Can't wait to give it a proper test! Average years worth of abuse on my car includes: 35k miles DDing / long distance cruising, ~30 drag launches, ~15 road course days.
No problems with my ACT HDSS on my 6 speed. Still on stock turbo and it shifts like butter. I guess I am a lucky one though. We will wait and see how it does with a larger turbo if I do so in the near future.
I was such a huge fan of the ACT clutch, and it is great if you aren't going to really push your car, especially on shifts. But it failed me, killed my stock 6spd, and now I'm still waiting on shep to send me a new trans.
Right now theres a pro blade clutch system (its not just a pressure plate and clutch disk) sitting next to my car just waiting to go in. Can't wait to give it a proper test! Average years worth of abuse on my car includes: 35k miles DDing / long distance cruising, ~30 drag launches, ~15 road course days.
Right now theres a pro blade clutch system (its not just a pressure plate and clutch disk) sitting next to my car just waiting to go in. Can't wait to give it a proper test! Average years worth of abuse on my car includes: 35k miles DDing / long distance cruising, ~30 drag launches, ~15 road course days.
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From: Tri-Cities, WA // Portland, OR
I stopped by ER yesterday to see how things were going and had a chance to look at the port work on the cylinder head. Aaron and I had talked several times over the last the last year about porting the head, and Aaron had always mentioned "core shift" as one of the key items to address with a port job. I had understood that core shift was due to variability in the casting process and that it affects port shape, but I never bothered to really understand the nature of it until yesterday when Aaron showed me my cylinder head and said it was one of the worst cases of core shift that they had seen.
Based on what I saw, the Evo cylinder head is cast in a two piece mold with the interface between the halves creating upper and lower pieces. Core shift is a measure of how much the two halves are misaligned at the time of the casting. The misalignment can be shift and/or rotation. The interface cuts across all the ports, and when core shift occurs, a step is created in the port geometry. The interface is roughly 3/4" from from the valve seat right at the location where the port is turning to point into the cylinder, ... basically right at the location where core shift can really mess up flow.
Turns out that my cyl head was mostly rotated around one end of the cyl head, so there was almost no core shift on one side, but there was a full 1/8" core shift at the other end. That means there was a 1/8" step in all the ports at the core shifted end of the head. Luckily, they were able to remove the step, and get things looking pretty good. I imagine that if there is some interest, perhaps Aaron can post up a few examples of core shift.
Based on what I saw, the Evo cylinder head is cast in a two piece mold with the interface between the halves creating upper and lower pieces. Core shift is a measure of how much the two halves are misaligned at the time of the casting. The misalignment can be shift and/or rotation. The interface cuts across all the ports, and when core shift occurs, a step is created in the port geometry. The interface is roughly 3/4" from from the valve seat right at the location where the port is turning to point into the cylinder, ... basically right at the location where core shift can really mess up flow.
Turns out that my cyl head was mostly rotated around one end of the cyl head, so there was almost no core shift on one side, but there was a full 1/8" core shift at the other end. That means there was a 1/8" step in all the ports at the core shifted end of the head. Luckily, they were able to remove the step, and get things looking pretty good. I imagine that if there is some interest, perhaps Aaron can post up a few examples of core shift.
I stopped by ER yesterday to see how things were going and had a chance to look at the port work on the cylinder head. Aaron and I had talked several times over the last the last year about porting the head, and Aaron had always mentioned "core shift" as one of the key items to address with a port job. I had understood that core shift was due to variability in the casting process and that it affects port shape, but I never bothered to really understand the nature of it until yesterday when Aaron showed me my cylinder head and said it was one of the worst cases of core shift that they had seen.
Based on what I saw, the Evo cylinder head is cast in a two piece mold with the interface between the halves creating upper and lower pieces. Core shift is a measure of how much the two halves are misaligned at the time of the casting. The misalignment can be shift and/or rotation. The interface cuts across all the ports, and when core shift occurs, a step is created in the port geometry. The interface is roughly 3/4" from from the valve seat right at the location where the port is turning to point into the cylinder, ... basically right at the location where core shift can really mess up flow.
Turns out that my cyl head was mostly rotated around one end of the cyl head, so there was almost no core shift on one side, but there was a full 1/8" core shift at the other end. That means there was a 1/8" step in all the ports at the core shifted end of the head. Luckily, they were able to remove the step, and get things looking pretty good. I imagine that if there is some interest, perhaps Aaron can post up a few examples of core shift.
Based on what I saw, the Evo cylinder head is cast in a two piece mold with the interface between the halves creating upper and lower pieces. Core shift is a measure of how much the two halves are misaligned at the time of the casting. The misalignment can be shift and/or rotation. The interface cuts across all the ports, and when core shift occurs, a step is created in the port geometry. The interface is roughly 3/4" from from the valve seat right at the location where the port is turning to point into the cylinder, ... basically right at the location where core shift can really mess up flow.
Turns out that my cyl head was mostly rotated around one end of the cyl head, so there was almost no core shift on one side, but there was a full 1/8" core shift at the other end. That means there was a 1/8" step in all the ports at the core shifted end of the head. Luckily, they were able to remove the step, and get things looking pretty good. I imagine that if there is some interest, perhaps Aaron can post up a few examples of core shift.
That's pretty awesome! If I had means of transportation my engine would be at ER as well! Can't wait to see you build finished man!
