Brian Lister used multi disc clutches on all his Listers from 1953 until he
stopped production. They had riveted brake shoe type material and fingers
instead of diaphrams and the modern sintered metal type faceing material
used by Tilton and others. But the reason for their use was the same as it
is today, reduce the moment of inertia of the rotating mass.
John Harden
----- Original Message -----
From: <JWoesvra@aol.com>
To: <brian@uunet.ca>; <gregmogdoc@surfnetusa.com>; <ericsmgs@prodigy.net>;
<lwdent@fwi.com>; <mgvrmark@hotmail.com>
Cc: <grand_wazoo@flinet.com>; <malcox@sonic.net>;
<vintage-race@autox.team.net>
Sent: Friday, October 13, 2000 9:46 PM
Subject: Re: clutch rebuilding
> In a message dated 10/13/2000 9:27:34 AM Eastern Daylight Time,
> brian@uunet.ca writes:
>
> << A final thought for racers; it is really better to go to a Tilton
style
> > > clutch. This eliminates the deficiencies of the Borg & Beck type
which is
> > > prone to high rpm failure. They also work well in oily conditions.
>>
>
> Gee, I always thought that a small diameter multiplate clutch only became
> available in the last 15 years or so . To my way of thinking that makes
it
> fit the perfect description of a "non-vintage" modification akin to roller
> rocker arms or a belt drive conversion on a BMC "A' series engine. If I
> remember correctly, the SCCA rules thoughout the 60s and 70s required the
> use of a clutch of standard diameter and type of construction in all
> production cars.
>
Regards,
> Greg Solow
>
>
> Apparently Mr. Solow, you would prefer that your "original" leg and foot
be
> torn off by your "original' type clutch. While you're at it, why not
have
> Rupert mil-spec lap belts from WWII and borax soaked cotton coveralls?
>
> Jack Woehrle
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