Tilton Introductory Super Sale
Today is the last day of the introductory sale. If you place the order by phone today, you can still get in on the introductory pricing.
Treat yourself and your Evo to the best this holiday season.
Treat yourself and your Evo to the best this holiday season.
Thanks for all the orders guys. I'm all sold out right now. I got more clutches in today and they are all gone. Get your pre-orders in now so you don't miss out. I will update the thread on monday with the ETA for the next batch.
On the other hand, we DO have one Hybrid left in stock!
PM for special pricing $1200-1699 range. If this is your range, send us a request!
The hybrid is actually the most streetable of all the tiltons and IS the middle priced unit of the three. I have requests for dual cerametallic as the "middle priced" one. The dual cerametallic is the cheaper one that IMO is less forgiving with regards to engagement from a stop or launch.
IMO, the hybrid is the best AFFORDABLE Tilton that will hold all the power that 97% of Evo owners will ever make while only being 3lbs heavier than the carbon/carbon and less than half the price.
It is also 40% lighter than stock which means, less rotational mass, quicker revs, faster spoolup for stock and larger turbos.
I received my latest long term test update from one of the first units sold. I am told that he can NO LIFT TO SHIFT EVERY GEAR! ! !
This is one of the best features and least discussed aspects. I cannot for the life of me get the stock clutch to NLTS. If I do, it is about 30% chance and another 50% chance that it will grind the syncros from the 3-4. It is also the ONLY gear we can get to work sometimes on the stock clutch.
This is worth at least -0.20 E.T. in the 1.4 mi! Make your 12.19 an 11.9!
PM for special pricing $1200-1699 range. If this is your range, send us a request!
The hybrid is actually the most streetable of all the tiltons and IS the middle priced unit of the three. I have requests for dual cerametallic as the "middle priced" one. The dual cerametallic is the cheaper one that IMO is less forgiving with regards to engagement from a stop or launch.
IMO, the hybrid is the best AFFORDABLE Tilton that will hold all the power that 97% of Evo owners will ever make while only being 3lbs heavier than the carbon/carbon and less than half the price.
It is also 40% lighter than stock which means, less rotational mass, quicker revs, faster spoolup for stock and larger turbos.
I received my latest long term test update from one of the first units sold. I am told that he can NO LIFT TO SHIFT EVERY GEAR! ! !
This is one of the best features and least discussed aspects. I cannot for the life of me get the stock clutch to NLTS. If I do, it is about 30% chance and another 50% chance that it will grind the syncros from the 3-4. It is also the ONLY gear we can get to work sometimes on the stock clutch.
This is worth at least -0.20 E.T. in the 1.4 mi! Make your 12.19 an 11.9!
For a 2.3L you will have more torque than 2.0L. I have both the hybrid and carbon/carbon. I am leaning toward carbon if your car is tuned well. I met with Tilton & their engineers today at PRI and we spoke about that unit. Crazy technology in that thing. They explained the service intervals, machine work required at rebuild and overall longevity. You service it 3 times in its lifespan and it should last a long time (relative to race clutch length). 1st rebuild is "free" with the included disc spacer and the next rebuild, the unit goes to tilton for $200 machining service. Fairly cheap compared to the cost of the unit.
Most interesting thing I learned was that the discs are made by an aerospace company and the process takes four months to put the carbon on each disc.
Most interesting thing I learned was that the discs are made by an aerospace company and the process takes four months to put the carbon on each disc.
Originally Posted by TTP Engineering
If you look at the dyno charts of most big turboed Evo's the WHP far overshadows the torque.
717whp/ 610tq
Technically, according to the tq capacities chart, the Tilton twin cerametallic should be able to handle this at it's limits.
One would assume the Tilton hybrid combo could take 600-650whp. Only time will tell for sure, but given tilton's track record. I will assume we will see good results with these.
717whp/ 610tq
Technically, according to the tq capacities chart, the Tilton twin cerametallic should be able to handle this at it's limits.
One would assume the Tilton hybrid combo could take 600-650whp. Only time will tell for sure, but given tilton's track record. I will assume we will see good results with these.
Again, these ratings are very conservative. Basically, the clutches are tested until they slip, and then the rating is made at two-thirds of that power. If the hybrid is rated at 500 lb-ft at the crank, it actually slipped at 750 lb-ft at the crank (around 615 lb-ft at the tires).
Still, to be on the conservative side, we prefer to stick with Tilton's recommendations. Basically, the hybrid is recommended for the guys that are sticking with the stock turbo and/or not doing a ton of drag racing.
Originally Posted by 4ringturncoat
I am doing a 2.3, gt35r, Piper race cams, built head, meth and more. Will the Hybrid handle the power at the strip or should I get the carbon/carbon?
That is amazing that the units were tested to about 750tq (hybrid), 900tq (cerametallic twin) and 1250+ft -lbs (carbon) at the crank. I would like to see the Evo that could put out torque to these carbon levels 
.
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Last edited by TTP Engineering; Dec 5, 2005 at 09:47 AM.
Originally Posted by Jack @ EvoStore
Sorry I missed this earlier, but this should be cleared up. The advertised torque ratings are conservative crank limits. This means the hybrid is rated for somewhere around 400 lb-ft at the tires (assuming an 18% drivetrain loss), the cerametallic is rated around 500 lb-ft at the tires, and the carbon is rated around 675 - 700 lb-ft at the tires.
Again, these ratings are very conservative. Basically, the clutches are tested until they slip, and then the rating is made at two-thirds of that power. If the hybrid is rated at 500 lb-ft at the crank, it actually slipped at 750 lb-ft at the crank (around 615 lb-ft at the tires).
Still, to be on the conservative side, we prefer to stick with Tilton's recommendations. Basically, the hybrid is recommended for the guys that are sticking with the stock turbo and/or not doing a ton of drag racing.
Again, these ratings are very conservative. Basically, the clutches are tested until they slip, and then the rating is made at two-thirds of that power. If the hybrid is rated at 500 lb-ft at the crank, it actually slipped at 750 lb-ft at the crank (around 615 lb-ft at the tires).
Still, to be on the conservative side, we prefer to stick with Tilton's recommendations. Basically, the hybrid is recommended for the guys that are sticking with the stock turbo and/or not doing a ton of drag racing.
Look at T&TP-E - they have over 140 passes on the stock clutch and they are knocking on 450 lb-ft at the tires. I am probably just being paranoid to cover the kind of guy that kills a stock clutch in 10 passes with a stock car.
Basically, here is the breakdown, assuming the 2/3 yield:
Hybrid rated at 500tq would have slipped at 750tq
Cerametallic rated at 600tq would have slipped at 900tq
Carbon-carbon rated at 840tq would have slipped at 1260tq
