![]() ![]() Pucked ones are on-off switches compared to everything else is the only problem. Or maybe have it slip when it gets too hot. Yeah, it'd be kind of dumb because everyone would just throw better kits in, but it'd still be cool. #Single plate clutch advantages upgradeNot just from a standstill, but.say you add a stage 2 mid range turbo and end up with a bus load of torque, the clutch would sleep at peak torque or within a torque spectrum, unless you upgrade it. I'd need an SMG or DCT trans.Ĭlick to expand.I wish they would model in slip. I have a single plate six puck and can't even shift as fast as it is capable of. Some of their part descriptions and there effects are ridiculous. The less moving and slipping parts and mass, the quicker the engagement. No matter, it all has to do with mass and engagements. I use an 8# flywheel, which is very light for a road engine that is set for track work. If you have a 30# flywheel paired up to a multi disc, the car isn't going to shift slower than it would with a single disc clutch. ![]() Flywheel, clutch(es), pressure plate, etc. That takes into account the whole assembly, though. The only reason a double would spool up quicker over a triple plate is due to less mass. They range from three to six pucks usually. The more pucks, the smoother the engagement. The less pucks, the quicker the engagements. Single disc flywheels with pucked clutches shift quicker than multi discs. The only thing I can think of when it comes to hills are hill starts, but they're a pain with all multi-disc and pucked clutches. ![]() Idk what they're talking about in regards to hills. They should have clutches that slip with too much torque upgrades. ![]() I've used a twin plate before and it was useless, aside from the ability to hold 1000lbft of torque. More plates just take longer to hook up as you've got more moving parts that slip initially. So if you use three clutches that can hold the same amount of torque each as one disc - if the friction plate on the flywheel can handle it, you can hold triple the torque in theory. Instead of holding the same amount of torque with one clutch, you're distributing the amount of torque each clutch holds. The advantage to multi plates is that your multiplying the contact surface and can hold more torque. Neither affect response or crank spool based on whether is a single, double or triple. Even without being heavier, it should shift slower. IRL, a triple should be heavier generally and shift slower. Has anyone ever done a comparison? I am not consistent enough to produce valid data otherwise I would spend a day doing just that. I refuse to believe that the triple-plate clutch is superior in all situations just because it costs more. The cost to keep both clutches in your garage is so mall (10,500cr for both) that there is no reason not to have both, for different situations, if there actually is a measurable difference between the two clutches. There are few other hilly sections of other tracks in GT6 as well. #Single plate clutch advantages installWould one be better served to install twin-plate clutches in their cars when racing/driving Matterhorn, for instance? Heck, even Spa has a long uphill (Kemmel Straight). Now, I'm guessing we should assume that the improved engine response and improved acceleration will be slightly greater with the triple-clutch, hence it's price being double that of the twin-plate clutch, 7,000cr vs 3,500cr, respectively. The twin-plate lists no negatives, the triple-plate lists a fairly significant negative. The twin-plate clutch says it " improves engine response, allowing for quicker gear changes and acceleration is improved." whereas the triple-plate clutch says " engine response will improve, as will acceleration, but loss of revs and speed on uphill section will become more pronounced." ![]()
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