Carl :
I'm curious, why would you want to be able to stomp the clutch pedal faster
?
Looking to shave that extra microsecond off your quarter mile time ??
In general the old 3-finger pressure plate is a lot more sturdy than the
diaphragm, it will probably stand any extra force your left leg can muster
with aplomb. It's main disadvantage is that it's heavy, switching to the
later, lighter clutch really will shave a few hundredths off your time.
That extra weight takes power to accelerate, not once but 5 times (once to
the end of the track, and once for each gear).
Personally, I believe the fat plastic line instead of the small steel one is
part of the reason later cars have so much clutch trouble, while the earlier
ones are relatively trouble free. Of course, YMMV.
Randall
> Hi Listers,
> I'm wondering if it would be worthwhile to upgrade the skinny
> hydraulic line
> between the clutch master and slave cylinder on a TR4 to the fatter pipe
> style as used on the TR4-A.
> Is there a benefit to faster fluid transfer even if keeping the old style
> coil-spring (3-finger) pressure plate Vs. the newer 'diaphram' style?
> The max opening on a TR4 pressure plate is about 1/2" - and
> reduced to 1/4"
> on TR4A diaphram type (half the distance if that makes any difference)
> I can see where fatter tubing would be helpful on speeding up clutch
> pedalling - just wondering if the old style spring pressure plate
> (with the
> 3-finger actuators) could handle fast punching like the diaphram
> can - and if
> net result would be a faster clutch - without undue stress.
> Is it worth upgrading just the hydraulic line?
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