That is correct. If you chose the standard 1100kg pressure plate, they both will have a stock-like pedal feel.

I have driven the triple with standard pressure plate, and it felt nearly identical to the twin in terms of engagement and feel. According to Yasu from ATS, they claim that the ATS triple is actually easier to drive than the twin. But the heavier pressure plate does add 20% to the pedal pressure, and will make it harder to modulate.

 

Any plans to run the quarter mile?

 

I actually went out this weekend, but a contantly slipping clutch preventing me from making and full force runs...its was pretty much a waste of time until I get the new triple disc ATS. Best time was 12.2@122 and I had to baby the clutch off the line...with a pathetic 2.0 60ft time.

Anything above 550whp should demand a triple disc carbon, or the twin disc with the heavier 1350kg pressure plate, IMHO. The triple carbon can hold 1200hp, and the twin with 1350kg pressure plate can hold 900hp. The twin with 1100kg pressure plate is only rated at 700hp. All of these quoted numbers are crank hp.

 

Sharif, did you warm up the clutch by slipping it before the runs? It will be interesting to see if the twin disc with the 1350 PP can hold over 600hp to the wheels.

 

Abosolutely.....I performed a really thorough warmup prior to the runs. It felt good..very grabby and snachy as the discs warmed up. Bute after the launch, I think the clutch just gave up.

I think the 1350kg PP wil hold about 700whp-750whp...given the relative performance of the twin disc 1100kg PP.

 

I'm glad I upgraded to the triple then! Next year I'm going FCON and shooting for big numbers, after I upgrade axles.

 

Yup..your clutch is on the way Chris....you will be well prepared.

 

Sharif, I have 585whp on my G with more than five 11sec 1/4 runs (11.3@124best) over 20 dyno runs with a ATS pressure plate,JWT disc, JUN fly/W and no problems so far. I think that you are hurting your clutch on the burnout box Then again, maybe mine is about to give up, who knows

 

For the burnout....I rev it and pop the clutch. No slip, so I know its no damaging the clutch.

My clutch has just reached its limits...plain and simple.

When I take it out, I post pics of how it looks.

 

Any Updates?

 

Nah, Sharif has to do some other upgrades (triple-plate clutch just to name one). We've been extremely busy lately and most of the work that is done on his car since the 622 RWHP mark is testing new products.

 

The triple disc ATS is in, and I finally fixed my rear main seal leak.

So my car is no longer a POS leaker. I have the 650cc injectors sittting on my desk....should be going in after SEMA, followed by a retune. I will be having a block machined with Darton sleeves, just as a backup. From all indications, anything above 600whp really demands sleeves....for longevity. I am sure plenty will run 600whp+ without sleeves, but I am seeing the first signs of headgasket failure/cylinder wall weakness at these power levels. Nothing major.....just seeing some interesting things here.

 

What interesting things are you seeing??? Inquiring minds want to know!

 

How's your twin clutch holding up. I have the same clutch being installed on a built APS TT G35.

 

My clutch is holding up just fine. I have the 1350kg pressure plate with the CCm coatings, and I think it helps a little.

 

Damn Carlitos you have a bad *** G!!!! Looks CrAZy HotT!!

 

Just a little funky oily residue in the coolant overflow resevoir. No coolant consumption to speak of...maybe a tad.

 

EDITED, response above.

 

Great , same exact clutch config I have.

 

This may throw a wrench in my engine build, have any more info/suggestions on this? Since i'm starting from the ground up basically i don't want to hose myself.