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  #21  
Old 30-05-2015, 11:50 AM
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Nice work there bram
Showing that wagons not just for shopping or soccer
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  #22  
Old 30-05-2015, 12:01 PM
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Faster soccer mum wagons = much win

using the Perth-WRX mobile app
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  #23  
Old 30-05-2015, 12:08 PM
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wow, that's probably the biggest mod list i've ever seen. nice work man, keen to see this car out and about.
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  #24  
Old 30-05-2015, 12:18 PM
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Super impressive build.
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  #25  
Old 30-05-2015, 12:39 PM
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Some shots before the STi kit went on.

http://i292.photobucket.com/albums/m...psd1c2b543.jpg













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  #26  
Old 30-05-2015, 12:50 PM
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Here is a set of standard STi alloy arms VS a set of Spec C alloy arms. As you can see, the Spec C give more castor. One of the reasons my car has over 8.5' castor.

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  #27  
Old 30-05-2015, 12:53 PM
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  #28  
Old 30-05-2015, 12:55 PM
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  #29  
Old 30-05-2015, 01:10 PM
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Actually jaw dropping.

I tip my top hat to you sir!
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  #30  
Old 30-05-2015, 01:24 PM
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The inside of a full carbon twin plate. I got this clutch used from japan for a few hundred bucks, with only 0.5mm of wear on the plates. They usually cost about 2.5k new.

The clutch is a great clutch to race on. But is pretty shit on a street car. Overall, this clutch/flywheel combo weighs about 3.5kgs less than stock.

The flywheel itself is incredibly light. Nearly 3kgs less than a stock 6spd flywheel, and that weight is centered closer to the axis of rotation. Meaning further reductions in inertia. This makes the engine change revs alot easier during shifting. Its thinner too. You need to get extra short flywheel bolts because it is substantially thinner where dit meets the crank than both a 5spd or a 6sp flywheel. I actually had to cut down my bolts to get the correct length as i didnt get them with the 2nd hand kit.

The gearbox side (2 x C/F discs, and a dampened center hub) of the clutch is also very light, the entire lot weighing approximately 70% of a stock single 6spd friction disc. And the friction area is a smaller diameter, meaning the bulk of what weight there is, is centered closer to the axis of rotation. This coupled with the weight reduction, means its a very low inertia clutch. This makes the gearbox input side sync up faster to road speed on gear changes. Meaning faster shifting.

Although the friction area of the clutch is smaller diameter, it has nearly twice the surface area of friction material because of the twin plate design. This means it grips well. But, being a C/F friction material, you need to get the clutch hot for it to grip hard. But, C/F is incredible good to modulate grip with. Once your used to it, its a very smooth clutch, and doesnt have the same sort of take off harshness as some multi-puck clutchs.

Now for the bad bits. As mentioned, you need to get the clutch hot for it to bite hard. Not much of an issue. Just no boosting on a cold motor, and maybe a deliberate 'heat up' slip or 2 if you plan on caning it when its not hot.

The other shit thing about this clutch is the noise. Anyone thats heard my car can attest to the horrid twin plate rattle when the clutch is disengaged. Mine is particularly loud due to all the solid mounts and such in the car and suspension. Plus the stripped interior means it reverberates around like a brick in a cement mixer. But, for this car, I like it. It sounds angry.

The difference between an exedy carbon clutch and say something like an xtreme carbon clutch is on the exedy, the clutch disc is ALL carbon, and only the center hub where it meets the input shaft is metal, where as on an xtreme, they bond a carbon friction material to a metal backing plate, much like a standard puck clutch. What does this mean? It means the exedy is substantially lighter for reduced inertia.

When this bad boy wheres out, I will hunt for an exedy triple carbon R. That is exedys flagship racing carbon clutch, and is even lower inertia, and holds more torque.





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Last edited by Bram; 01-06-2015 at 11:40 AM.
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