 Clutch tuning 1
As explained in the previous chapters, the clutch ensures that power, or rather torque, is transmitted to the transmission. In the past, tuning was primarily responsible for increasing performance, unless it was associated
with an increase in displacement.
This affects the clutch somewhat less, but then again when the maximum speed is significantly increased. But at the latest since supercharging has also come to play a significant role in tuning for normal road use, the
clutch also has to cope with an enormous increase in torque.
However, the development of torque in the engine is not the only decisive factor. It probably also depends on how this noise is amplified by the drive system, i.e., whether the tires have a lot or
little grip. With a lot of grip, the clutch is subjected to significantly more stress.
In addition to the composition of the mostly organic material with metal components, the winding technique used for the friction lining of the clutch disc is almost more important than the material itself in terms of protection.
After all, it should not be too easy to find itself in the clutch bell at high speeds.
It remains unclear, or the secret of coating production remains, what effect the individual components have. Which is more responsible for generating friction, the organic material or the metal component, and what does
the latter have to do with heat dissipation?
Sintered pads (pictured above), made from metal powder using high pressure and heat, provide evidence of a higher coefficient of friction due to their metal content. What is striking here is the significantly smaller
friction surface. Now the lining can hardly burn, regardless of how the clutch is treated.
| However, if there is a large difference in speed, the heat input into the clutch bell may be higher. |
For amateur drivers, however, this type of clutch is almost impossible to use because it responds almost digitally. So it switches quite abruptly between disengaged and engaged. The practice of letting the clutch slip,
which this clientele may practice too often, is not possible here. So then better not so much warming there.
Newcomers to racing don't know how to behave then. You would be on the safe side if you released the clutch directly with a lot of gas. It doesn't look good and sounds equally unfavorable. In addition, the higher-revving
engine treats the car relatively roughly.
On the other hand, too little speed is not an option either, because then the engine will easily stall after overcoming the pressure point. Fortunately, most race cars have electric starters.
Without these, the embarrassment would be even greater. Just imagine that happening in an F1 car on the track.
For many years, the clutch was really hard to operate in sports cars such as a Porsche or, even worse, in cars with large displacement engines. Either it slipped through too easily, or its contact pressure was immense.
One of Ferruccio Lamborghini's main criticisms of Enzo Ferrari was the susceptibility of the clutch in his vehicles.
Female buyers were already put off by the high pedal pressure required. And long before dual clutches were available, Porsche introduced turbocharging, which meant significantly
more torque and thus even more pedal force was required.
How was the problem solved? A technique used in the truck industry has been employed, namely the drawn leaf spring instead of the pressed leaf spring. The name indicates the type of operation. If you press the
segments of the spring in the middle to release the clutch, their reversal point is in the middle and the connection to the pressure ring is on the outside.
However, if you pull in the middle, the reversal and connection points are reversed. The effect: A significantly more favorable transmission ratio is achieved on the plate or diaphragm spring. Disadvantage:
Since this clutch is not simply pressed by the release bearing but must somehow be interlocked, it is more difficult to install.
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