CDV, to keep it or not?
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Joined: Aug 2009
Posts: 255
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Maybe this'll help. Seems like there's some theorycrafting going on in this topic. Although this is just another guy's theorizing at least he goes into more of the variables and seems to attempt to be objective.
https://www.s2ki.com/home/2012/03/03...p2-drivetrain/
Couple things, the CDV is one way. It does nothing to prevent how fast your can disengage the clutch. It also has no effect on feathering the clutch. Its effect is only noticeable once the speed you release the pedal exceeds the amount of fluid the valve can flow. And again, only on engagement.
Where I don't 100% agree with the above article is, for me, the stock AP2 flywheel + weak PP just feel subjectively bad. Maybe I'm bad at clutch, but the slip was noticeable and I didn't like it when my AP2 was stock. However, I never got slip once I moved to an 8lb flywheel. And now running a lighter system that has a much higher CoF, I'm glad of the CDV. Again, I'd rather rapid shifts under load slip a little than send a shockwave through the drive train. This should never matter on the street but if the car is close to its limits on track a smoother shift is more likely to keep it on the road not heading backwards into a ditch.
I don't think I buy the "it wears your clutch out faster" argument either. If it's slipping more than a little when you sidestep off the clutch with the CDV in place something else is wrong with your setup. Maybe over OEM clutch lifetimes there's a quantifiable amount of extra wear but really who in this subforum keeps a clutch setup for 100k+ miles to test that. For what it's worth my stock and ACT clutches were abused on a daily basis for tens of thousands of miles and looked new when removed.
The perfect solution would be an adjustable CDV where the slip could be dialed in to best match engine power vs clutch vs driveablility. Perfect, and total overkill, that is.
https://www.s2ki.com/home/2012/03/03...p2-drivetrain/
Couple things, the CDV is one way. It does nothing to prevent how fast your can disengage the clutch. It also has no effect on feathering the clutch. Its effect is only noticeable once the speed you release the pedal exceeds the amount of fluid the valve can flow. And again, only on engagement.
Where I don't 100% agree with the above article is, for me, the stock AP2 flywheel + weak PP just feel subjectively bad. Maybe I'm bad at clutch, but the slip was noticeable and I didn't like it when my AP2 was stock. However, I never got slip once I moved to an 8lb flywheel. And now running a lighter system that has a much higher CoF, I'm glad of the CDV. Again, I'd rather rapid shifts under load slip a little than send a shockwave through the drive train. This should never matter on the street but if the car is close to its limits on track a smoother shift is more likely to keep it on the road not heading backwards into a ditch.
I don't think I buy the "it wears your clutch out faster" argument either. If it's slipping more than a little when you sidestep off the clutch with the CDV in place something else is wrong with your setup. Maybe over OEM clutch lifetimes there's a quantifiable amount of extra wear but really who in this subforum keeps a clutch setup for 100k+ miles to test that. For what it's worth my stock and ACT clutches were abused on a daily basis for tens of thousands of miles and looked new when removed.
The perfect solution would be an adjustable CDV where the slip could be dialed in to best match engine power vs clutch vs driveablility. Perfect, and total overkill, that is.
Registered User
Joined: May 2011
Posts: 359
Likes: 0
Maybe this'll help. Seems like there's some theorycrafting going on in this topic. Although this is just another guy's theorizing at least he goes into more of the variables and seems to attempt to be objective.
https://www.s2ki.com/home/2012/03/03...p2-drivetrain/
Couple things, the CDV is one way. It does nothing to prevent how fast your can disengage the clutch. It also has no effect on feathering the clutch. Its effect is only noticeable once the speed you release the pedal exceeds the amount of fluid the valve can flow. And again, only on engagement.
Where I don't 100% agree with the above article is, for me, the stock AP2 flywheel + weak PP just feel subjectively bad. Maybe I'm bad at clutch, but the slip was noticeable and I didn't like it when my AP2 was stock. However, I never got slip once I moved to an 8lb flywheel. And now running a lighter system that has a much higher CoF, I'm glad of the CDV. Again, I'd rather rapid shifts under load slip a little than send a shockwave through the drive train. This should never matter on the street but if the car is close to its limits on track a smoother shift is more likely to keep it on the road not heading backwards into a ditch.
I don't think I buy the "it wears your clutch out faster" argument either. If it's slipping more than a little when you sidestep off the clutch with the CDV in place something else is wrong with your setup. Maybe over OEM clutch lifetimes there's a quantifiable amount of extra wear but really who in this subforum keeps a clutch setup for 100k+ miles to test that. For what it's worth my stock and ACT clutches were abused on a daily basis for tens of thousands of miles and looked new when removed.
The perfect solution would be an adjustable CDV where the slip could be dialed in to best match engine power vs clutch vs driveablility. Perfect, and total overkill, that is.
https://www.s2ki.com/home/2012/03/03...p2-drivetrain/
Couple things, the CDV is one way. It does nothing to prevent how fast your can disengage the clutch. It also has no effect on feathering the clutch. Its effect is only noticeable once the speed you release the pedal exceeds the amount of fluid the valve can flow. And again, only on engagement.
Where I don't 100% agree with the above article is, for me, the stock AP2 flywheel + weak PP just feel subjectively bad. Maybe I'm bad at clutch, but the slip was noticeable and I didn't like it when my AP2 was stock. However, I never got slip once I moved to an 8lb flywheel. And now running a lighter system that has a much higher CoF, I'm glad of the CDV. Again, I'd rather rapid shifts under load slip a little than send a shockwave through the drive train. This should never matter on the street but if the car is close to its limits on track a smoother shift is more likely to keep it on the road not heading backwards into a ditch.
I don't think I buy the "it wears your clutch out faster" argument either. If it's slipping more than a little when you sidestep off the clutch with the CDV in place something else is wrong with your setup. Maybe over OEM clutch lifetimes there's a quantifiable amount of extra wear but really who in this subforum keeps a clutch setup for 100k+ miles to test that. For what it's worth my stock and ACT clutches were abused on a daily basis for tens of thousands of miles and looked new when removed.
The perfect solution would be an adjustable CDV where the slip could be dialed in to best match engine power vs clutch vs driveablility. Perfect, and total overkill, that is.
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