adampecush said:
They actually are based on a local guys' experience. Blew 3 of them up and he's the most anal person I ever met when it comes to doing things RIGHT. Took out the bellhousing the last time it blew.
Spec 3+ disc impressions
- Thread starter adampecush
- Start date
They actually are based on a local guys' experience. Blew 3 of them up and he's the most anal person I ever met when it comes to doing things RIGHT. Took out the bellhousing the last time it blew.
adampecush said:
Well I had a machine shop put the shortblock together and a crank typically will not damage a clutch, its usually the other way around. But whatever man, spend your money on that crap if you want to.:nono: I personally feel that you are making a bad decision to go with that clutch. They suckered me in with the "cheap" upgrade too.
I've got just over 41k on my Spec stg. 3 (6-puck ceramic), no problems with it at all, other than a little chatter if I don't give it enough rpms when pulling out. Can't compare it to stock, since this is the only clutch I've had in the car; of course, my experiences may be of little use, as I have the w58, not the r154 
Supra60-1 said:
Don't get me wrong, I'm not trying to knock you, I am, however, trying to figure out what components within the clutch would have to fail to inflict the damage seen in your pictures. The pressure plates used are essentially stockers with upgraded diaphragms...that "upgrading" may have caused your problem. What condition were the clutch discs in after that? Something must have been manufactured misaligned (pp/clutch/flywheel/release hub) for something like that to happen. Now I'm quite undecided on how to proceed. Your problem is one of the first of its type I've heard of with SPEC, and I've personally ridden in a few Stage 3 equipped cars where the clutch performed without incident.
The friction discs were fine other than some possible debris damage from the broken strap and heat effects from slippage.
The pressure plate diaphragm has dowel pins and straps(springs) that keep it in place while allowing it to move forward and backward. It seems like spec is balancing the pressure plate as a whole and not the actual diaphragm. If the diaphragm is out of balance it will be pushing around inside the "balanced" pressure plate. This eventually breaks the dowel pins specifically if the engine is revved high with the clutch disengaged. The clutch would work fine during break in and with gradual throttle increases to wide open. But once I tried to "use" the clutch for burnouts, powershifts and such, it would slip frequently on the power and eventually break the dowel pin(s) and strap(s). After this, the diaphragm was dislocated and severely off balance. Imagine a sledge hammer attatched to one side of the flywheel, you could see the car shake from 50ft away.
In this thread below are pictures of mine on pg2, on pg1 are another guy's that broke a strap.
http://www.supramania.com/forums/showthread.php?t=6046
Before this would happen with the clutch, my car was so smooth that I could roll up to a stop with the windows up and all accessories off and have to check my gauges to make sure it was still running. The rotating assembly was fully balanced by the assembler.
And to clarify, I had the flywheel resurfaced and all that. Take a look at my pics again and notice the tilt of the remaining strap rivets and dowel pins, that is a building error.
The pressure plate diaphragm has dowel pins and straps(springs) that keep it in place while allowing it to move forward and backward. It seems like spec is balancing the pressure plate as a whole and not the actual diaphragm. If the diaphragm is out of balance it will be pushing around inside the "balanced" pressure plate. This eventually breaks the dowel pins specifically if the engine is revved high with the clutch disengaged. The clutch would work fine during break in and with gradual throttle increases to wide open. But once I tried to "use" the clutch for burnouts, powershifts and such, it would slip frequently on the power and eventually break the dowel pin(s) and strap(s). After this, the diaphragm was dislocated and severely off balance. Imagine a sledge hammer attatched to one side of the flywheel, you could see the car shake from 50ft away.
In this thread below are pictures of mine on pg2, on pg1 are another guy's that broke a strap.
http://www.supramania.com/forums/showthread.php?t=6046
Before this would happen with the clutch, my car was so smooth that I could roll up to a stop with the windows up and all accessories off and have to check my gauges to make sure it was still running. The rotating assembly was fully balanced by the assembler.
And to clarify, I had the flywheel resurfaced and all that. Take a look at my pics again and notice the tilt of the remaining strap rivets and dowel pins, that is a building error.
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Here's a warped spec disk with 0 miles on it, we only found out because the trans was pulled to replace the rear main seal.
i never liiked spec they ahve had alot fo issue wiht many owners
stage one is stock pp this has ben confreimed you cna tell when you put ti beside stock pp there the same
stage 2 is half and falf i ahve yet to see one but every one si half and half wiht this
stage 3 is upgraded
stage one is stock pp this has ben confreimed you cna tell when you put ti beside stock pp there the same
stage 2 is half and falf i ahve yet to see one but every one si half and half wiht this
stage 3 is upgraded
bigaaron said:Here's a warped spec disk with 0 miles on it, we only found out because the trans was pulled to replace the rear main seal.
That was another problem with mine. The strongest point for the clutch to engage is the outside edge, and those pucks are hardly ever shiny on the outside edge, maybe 45% of the surface was working.
Supra60-1 said:
I remember now that when I installed my stg 3 the dowel pins were bent and not aligned correctly. I had the machine shop that reground my flywheel straighten them for me. Damn now I'm worried.