Glad it helped

Regular organic if your clutch basket is strong enough....

Torque and HP are interrelated. Torque is the raw rotational force transmitted across the clutch or whatever is being rotated. Torque it the rotational version of pushing. HP is a function of how fast an engine can produce torque. A simple formula is HP = Torque X RPM/5252 where the torque units are given in ft lbs. So, you can easily see, If an engine produces, say, 200 ft lb of torque at 3,000 RPM it's producing 114.25 HP at that speed. So you might think, "Ok, at 6,000 RPM I suld be making 228.5 HP. That logic, however, would only hold if said engine can produce the same 200 ft lb of torque while spinning at 6,000 RPM, which is almost certainly an incorrect assumption becasue the engine's breathing efficiency, the source of torque and power typically goes down above a certian RPM. Conversely, a racing engine's breathing efficiency, may actually be relatively poor at low RPM and spinning it faster will increase its efficiency - up to a certain point. After that point (RPM) is reached, for example, the turbo simply can not provide more boost pressure at the increased volume needed to fill the volume of your cylinders (for example 2.0 liters) twice as fast. Thus, though you might be able to spin your engine to even higher RPMs before blowing it up, the boost and subsequently the torque curves flatten out, then decline as you rev it even faster. Take a look at some dynomometer plots showing both torque and HP vs RPM and everything I just said will make perfect sense.

@@1RalphEboy That's all well understood, but by application, I don't see how HP really matters unless leverage (gear ratios) is involved. Say a car has a peak of 500HP at 5600RPM. My target there would be gear ratios and tire size to keep the engine rotating near 5600 as much as possible. Leveraging (pun intended) torque multiplication of the final drive ratio to maximize power to the ground. There is no leverage between the engine and the clutch. The maximum stress applied to the clutch will be determined strictly by the peak torque output. So, a 525lb-ft peak at 4200RPM will be the highest the plate has to grab. Torque actually drops when going above that RPM and all useful power is determined further down the line by gearing and tire diameter. So, while the engine is producing 500HP, the crankshaft output can be 25lb-ft less than the peak. Meaning the clutch is actually under less stress while the transmission+pinion+spur+rollout take up the job of controlling power delivery. The closest correlation I could see would be due to road conditions combined with the lower ratios of the higher gears. A pothole at 12:1 will definitely have less impact than at 1:1. So I guess something like "torque noise" could be considered for high gears. Otherwise, anything connected directly to the crankshaft can only experience peak strain during the engine's peak torque.

Thank you! Cheers!

I would think McLeod clutch will have a solution for you.

McLeod doesn’t make a sprung hub twin disc clutch at this time. I did discover Tilton ST-246 is a sprung hub twin disc. I need to contact them regarding my TKX. Due to solid hub floater plate chatter not being ideal for the street a sprung hub reports to be quiet below the 2000 rpm lite load.

They are OK for the street but life expectancy will be less.

I would not do it for a daily. Full face is where it's at!!

Hey Raquel, we could get you a clutch for your car. Call text or email us for a quote.