Humboldtgrin

I was thinking that the stock 951 clutch could hold up to or around 350 FWHP. If a more aggressive disc was used with the stock PP would it still be the same holding capacity due to the PP's push back springs holding capacity? Would a 930 disc be able to hold a little more HP with a stock PP due to them I'm guessing having more material than a 951 clutch disc? Does a 930 disc need any modifications to install? Thank you in advance.

ealoken

Sachs performance rates 450nm
https://webcat.zf.com/?SPR=4

The disc has the same partnumber om 930 and 951.

For any higher, i recomend to change the pressureplate also.

Sachs clutch plate, performance : 881861 999615
Sachs HD pressureplate : 883082 001080

I will run a similiar setup for my 400whp.

Paulyy

The biggest mistake people make is rating clutches for HP. They're rated for torque.

Humboldtgrin

Thank you for reminding me, should have known better.
Would this bolt up to the 951 flywheel and hold the starter ring?
https://www.ebay.com/itm/351730894480

Paulyy

i suspect 330-350 rwtq

ealoken

If you buy the parts i listed, you dont need any modification.

Paulyy

For reference - My Spec stage 3+ kit uses a spec PP and a Spec carbon semi metallic full face clutch.
It feels the same as the old spec PP i had in the car. just more grabby.

So yes, the material of the clutch face does play apart. more friction, more grabby it becomes and less pliable.

You could get a stiffer PP and the stock clutch and it'll be less grabby and easy to modulate but more pressure on the peddle and more stress on the fork.

Humboldtgrin

I found the disc but not the PP. My search lead me to a throw out bearing. If I could find the PP I would get that setup.

ealoken

Here is a online shop.

https://www.sachsperformance.com/en/...-5-turbo-184kw

V2Rocket

not that much more than that will get you the lindsey push-type multi-disc clutch.

or you could convert to a single-FW push-type for ~$1400 or less depending which "stage" you want...

http://www.lindseyracing.com/LR/Part...SPEC951PT.html

Tom M'Guinn

My cup disk with stock PP started spinning at about that (dynojet power....). I doubt a 930 disk would add much. If you want to keep the Honda-light stock pedal feel, then use a stock PP with a disk that has more friction, like the Southbend "feramic" disk. The higher the friction, the more chattery it gets however, at least in my experience. If you want smooth engagement, stick with a cup disk and increase the PP force. Southbend will modify a stock PP to add more clamp, and after 1 minute you won't remember the difference in pedal pressure. Or move up to the KEP if you need to hold more than (say) 400 rwt....

V2Rocket

Tom, what Honda have you driven that has a pedal like the 944?
944 clutch is manly and firm vs the soft marshmallow that is any Honda ever...

Tom M'Guinn

Poetic license...

OzJustin

I was thinking the same thing. Every 944 Turbo I've driven has had a very heavy clutch compared to most other sports cars I've driven (BMW and Nissan mainly). The 944 S2 clutch seems quite a bit lighter by comparison. Would you agree?

Surely there are now modern clutch options available that hold the torque well but also reduce the quite heavy pedal effort?

mtnman82

The 930 disk is slightly larger in diameter (definitely not a whole lot as it still works with the 951 parts) and is slightly thicker too. I did the 930 disk along with KEP stage I and a lightened stock flywheel. From research I did at the time this setup should be good for 350 wtq/whp which will be plenty for me if I ever get there. Feels very stockish and the wife would have no problem driving with it.

I originally had the Fidenza flywheel but then other people around the same time had problems with the clutch not did-engaging when used along with the KEP & 930 disk. The Fidenza looked to be slightly thicker than stock (steel insert in the aluminum flywheel) so IMHO that could have been an issue. Some people noted having some crankshaft end play which would also exacerbate the issue.