Quote:
Originally Posted by g96818
Ryan, you're basically saying that this gets rid of most of the dead space at the bottom, shifts the friction/engage point sooner, increases the modulation zone, but locks at the same point as the factory clutch?
is it possible to set it up such as:
[ dead, friction, locked, dead, dead, dead ]
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Not exactly. The clutch will always lock about 1/2" of pedal stroke before the top. This is because the clutch locks when the master cylinder is just about fully extended in its bore and just before the transfer port opens that allows fluid to circulate between the pressure side and the reservoir. That allows for a small amount of takeup travel between the throw out bearing and the face of the clutch diaphragm so the TOB isn't turning except when the clutch is being pressed.
There is no way to increase the amount of stroke the master cylinder has before it starts pushing the TOB into the diaphragm except to open up the transmission and physically increase the distance between the TOB and the clutch face by removing shims or somehow getting a shorter TOB to increase the inital takeup gap.
Here is what you CAN do.
The AFP setting directly controls the width of the engagement zone between the friction point and fully locked so you can shorten or widen the entire stroke how ever you like.
AFP Setting works like this:
0% - Dead, Friction--Locked ( Low Friction Point, Short Stroke, Short Engagement like stock)
25% - Dead, Friction------Locked
50% - Dead, Friction----------Locked
75% - Dead, Friction--------------Locked (Recomended initial setup. Low friction point, Shorter stroke then stock, Nice engagement feel on most clutches)
100%- Dead, Friction------------------Locked (Low Friction point, Stock Like Long Pedal Stroke, Widest Engagement zone)
All of the above shows only adjusting a single variable which is the AFP adjuster knob. Adjusting the friction point height as well allows for an almost infinite number of possible combinations of friction height, engagement width and total stroke travel.
That is also why it works to improve the drivability of stock clutches all the way up to even the most severe Triple disk setups. The wide range of adjustment allows every driver to find their own sweet spot for their car and clutch combination. If at first you don't like it then a whole new clutch feel is only a few adjustments away. The power to adjust the feel and characteristics of the clutch engagement in this way is a very powerful tool and changes the entire feel of the car in a very possitive way
