I just pointed out that jtgli's 700+whp Z didn't have a JWT clutch.

And what does Tom's Southbend clutch have to do with your JWT question? Your question was specific to JWT and so was my response, which wasn't intended to offend you or anyone else here. Just saying that I don't recall seeing anyone consistently holding that power level (for more than one or two dyno pulls) with a JWT clutch.

The JWT clutch isn't really a viable or preferable option for Jeff and his power goal with this 6765 turbo, especially compared to the OS Giken twin he already has. So what's the point in arguing about it?

 

I stand corrected! Sorry for the noise.

 

flywheel isn't the problem. It's the friction material on the plates as well as the pressure plate. Flywheel is just a piece of steel or aluminum.

Rude: thanks! I think i might go back down to the .81 a/r after i test some things out. it appears i am also going to snag a 6265 turbo and see how far i can push it. I'm pretty confident i can get it to 600hp on e85 which is about the limit of what i want to run so if it produces a longer torque curve than my 6765 i might stick with the smaller turbo. Idk, i'll be renting the dyno for days on end here this winter and doing some testing. I love playing on the dyno!

Ray: you do know that the dss level 5's don't have the inner cv joint which is the common place for destruction on our cars right? A lot of guys snap those stock cv joints with the dss level 5's. The pro's upgrade that weak link.

 

Jeff I have a 6262 .82 ar with ur name on it... Lemme kno if ur interested....

Also on the level 5's I kno the weak point and if possible I would like to purchase the inner cv parts if DSS even sells them...

I myself have experienced snapping the axle at the hub but have also seen/read about busted up cv's..

How much u think I'm looking at to upgrade Wat I have?

 

Email me some info on that turbo like what u want for it. I think the 6265 would be best fit since I'm flowing a lot of exhaust with my heads.

I'm not sure if dss does an upgrade. I'm pretty sure a lot of the failures were at the inner CV. check meatbags new thread. I think he just blew out the inner CV on level 5s

 

Don't forget on my car, we weren't expecting anywhere near the power it made, where it made it on the original setup (hence the stock flywheel at the time).

Moved to the Southbend Extreme 6 puck (ceramic disk, with their billet flywheel)...kinda a hybrid of their stage4 and stage5 clutch...rated to 800ft-lbs of tq.

I drove a few cars with a few different setups....RPS twin disk felt very good (and held 1200+hp). Mine was a little "twitchier" than the twin-disk. Few local guys made 500-550rwhp (with similar tq) on JWT clutch/flywheel with no issues.

Your driving needs will determine a lot of what you need in your clutch.

I wouldn't recommend stock flywheel on any car with with power potential over 550rwhp. And since no one resurfaces our flywheels anyway, you probably won't regardless.

(the prices of the multi-disc clutches can be quite shocking at first lol )

Tom

 

A local shop here resurfaced mine before when i was on the vortech. I'm not sure why people freak out about it. The machinist said he was confused why people wouldn't do it either. He said it was no problem for him and it worked perfectly fine for over a year for me.

besides that, i bought a carbonetics triple disk.

 

I must admit that I was wondering about this as well when I took my OEM flywheel off for a JW upgrade. I thought that any competent maching shop should be able to do the job, and never really thought about it after that.

 

I asked the same question wen I spoke with the guys at ACT , its a recommendation of theirs n most manufacturers that you don't resurface it.. But then there is this local guy to me that says otherwise? Go figure!

I would suppose that if there is enough material go for it....

 

i trust a 40 year experienced machinist over a person that has half that time on this earth and has a product that will replace my "unmachinable" stock flywheel.

not that i'm calling anyone liars, but i rarely trust someone to be completely honest with me when their business is to sell me a product.

The machinst told me that only a few thousandths have to be taken off anyways so it will be fine. Funny thing is he also could have ordered me a new flywheel but said the oem one resurfaced would work like new.

 

Yea seriously, they would rather sell u new products than tell u the truth...

Brakes are resurfaced every day... Seems a little more risky than a flywheel...
My local guy was like Yea man Gimme $25 and I'll do it...

I felt as tho he was charging me more cause I believed the hype and that it couldn't be done but$25 < $425 for a new fw.....

All day...

Thro that carbonetics in and get that effffffin car maxed out!

 

lol, i'm pondering putting the .81 a/r back on in place of this .96. The hp is just insane on the street so i really don't want that much.

anyone know how much spool i should gain by going back to the .81 a/r? I know i'll lose some top end power but i'm willing to sacrifice some.

I can't compare to my old .81 spool because the exhaust was causing some serious restrictions throwing the numbers off.

 

Found this thread kind of late, i've been gone for a while. Congrats on the numbers Jeff!

 

thanks!

 

Does that 6765 have a billet (CEA) wheel? I may have missed it while reading through the thread. Trying to figure what turbo trim to go with.

 

This 6765 does not, the new CEA wheel is only available with the 66mm tubine wheels.

The kit however is available with the 6266 billet CEA, 6766 billet CEA, 7175 billet and 7675 billet turbos. I have switched to these (CEA) turbos as soon as they were available, because I do not thing the 65mm wheels will be around for much longer....there is no need for them now that the 66mm turbine wheel is out.

The 71mm and the 76mm are a bit of a custom setup, but do fit just fine.

 

Cea is just a term they started usin when they resigned the billet wheels. The billet 65 carry the cea tag. It just stands for competition engineered aerodynamics. A fancy title for the better wheel design. 66 wheel is even newer and provides more power. If buying new I would get a 6266 or 6766. Although they still sell the 6765 billet.

http://www.tunergeeks.com/products/Precision%206765%20CEA%20Turbo

Precision lists their turbos by compressor and turbine wheel size. Trim is completely different. Trim is the ratio of inducer to exducer for each wheel (compressor and turbine). So a 6765 just means 67mm compressor 65mm turbine. You would have to look up the inducer and exducer sizes to calculate trim but in truth it doesn't matter because they don't offer different trims.

 

http://www.supraforums.com/forum/sho...illet-It-s-CEA!!

Cea is their trademark way of saying billet.

 

I was under the impression that the CEA in this case was refered to the turbine wheel, and not the compressor wheel. The turbine wheel being cast, yet providing the same performance as a "billet" wheel:

http://realstreetperformance.com/gal...heel-6266-6766

 

I want this!