1997-2004 C5 Mantic Twin Disc Organic Performance Clutch
1997-2004 Mantic Twin Disc Organic Performance Clutch. When it's time for a new clutch insist on the best product for the street or strip!
The key to the 9000 series (Organic) is street driveability. This kit includes sprung center cushioned organic discs. Fitted with anti rattle springs on the intermediate plate, a unique feature of the 9000 series the kit offer better than OE engagement and pedal feel whilst still providing a higher torque capacity. Mantic 9000 series are low MOI (Moment of Inertia) clutches that offer a level of performance not only superior to a single disc unit, but also allow you to select options that best suit you. All 9000 series clutches are made with premium quality materials designed to perform and last the distance. Offering up to 607ft lbs (820nm) of torque drive capability, (Note: Mantic Torque capacity figures include a 30% safety margin. In this case they would rate this clutch as having a torque capacity of approx 900ft lbs.)
As a major sponsor of the 1988 and 1989 Corvette Challenge Race Series, Mid America Motorworks was exposed to many cutting edge Corvette Racing innovations. One obvious trend was the world leading engineering and friction material development coming out of Australia. The Corvette Challenge was a severe test for both Brake and Clutch materials as well as a new generation of adhesives that made rivets obsolete as a means to bond these new friction compounds. Fast forward this experience 25 years and we are proud to partner with friends from "Down Under" and introduce this lineup of Mantic High Performance Clutch Kits. Developed in the Outback and on the Main drag, we now have a truly High Performance Clutch program that requires very minimal increase in pedal effort over OE clutch design. High performance clutches in the past typically caused some trade-off in drive quality. With the Mantic product line there is no sacrifice of driveability; excessive pedal effort, increased driveline noise, or jerky engagement characteristics we have encountered with other high performance clutch units in the past.
A variety of kits are offered, please refer to the Tech Tip chart provided for specifications and to choose the unit that best suits your unique demands.
Also known under these part numbers:
Getting to Know Your Clutch
Clutch: 1.(Mechanical Engineering) a device that enables two revolving shafts to be joined or disconnected as required, especially one that transmits the drive from the engine to the gearbox in a vehicle. 2. Any of various devices for engaging and disengaging two working parts of a shaft or of a shaft and a driving mechanism. 3. The apparatus, such as a lever or pedal, that activates one of these devices.
Choosing the Right Clutch for the Performance You Want
The Clutch is an integral part of any vehicle. It creates friction between the clutch plate and flywheel to transfer power from the engine to the drivetrain. Simply put, the Clutch engages the transmission to make your Corvette move. But how do you know which Clutch—OEM or Performance—is best for your Corvette and your driving style? We compare OEM- and Performance-style Clutches, including benefits and drawbacks of each, to help you make an informed decision.
From a concours-correct restoration to a daily driver, OEM-style Clutches provide smooth driveability, factory-level performance and safety.
- Restore Factory Performance and Reliability
- Enjoy Better Wear Characteristics for City Driving and Cruising
- Ride in Peace with Quiet Operation
- Accelerate With Ease Thanks to Smooth Stoplight-to-Acceleration Transitions
- Compatible with Factory Hydraulic or Mechanical Throw Out Bearings
- Limited Torque Capacity Before Slippage Occurs
- Lower Clamping Force Best Suited for Factory HP (Click here for more details)
For autocross and race Corvettes, Performance Clutches are made to stand up to the demands and additional power associated with aggressive driving.
- Best Handling for Extreme Driving Conditions
- Improved Function From Performance-Focused Design
- Greater Torque Capacity for More HP
- Compatible with Factory Hydraulic or Mechanical Throw Out Bearings
- Possibly Jerky Stoplight-to-Acceleration Transitions
- Performance Design Can Create Noisier Operation
For terminology and details associated with Corvette clutches, click here to read Corvette Clutch Lexicon on our Community page.
Original Equipment Manufacture
The product is manufactured by or for General Motors and is what was installed on your Corvette at the factory.
Examples of OEM Use: Original vehicles and premier restorations. Any project for which originality is essential.
Unfortunately GM parts are discontinued and no longer an option for Corvettes built before 1997.
We offer the highest quality OEM replacements for that showroom-new feel.
A truly High Performance Clutch program that requires very minimal increase in pedal effort over OE clutch design.
High performance clutches in the past typically caused some trade-off in drive quality. With the Mantic product line there is no sacrifice of driveability; excessive pedal effort, increased driveline noise, or jerky engagement characteristics we have encountered with other high performance clutch units in the past.
Corvette Clutch Lexicon
Special interest groups, no matter where they come from, tend to develop unique terms. That's certainly the case with automotive enthusiasts. The car collector/restorer/modifier hobby has a great many specialized terms and phrases.
Source: Mantic Engineering Pty Ltd
- Is a high strength, good impact resistance
material with good abrasion resistance and compressive strength. It is usually used as fi bre reinforcement for
polymer matrix composites.
- Clutch thrust (release) bearing. O.E.(Original
Equipment) type fitment. No hydraulics.
- Radial Face:
- Release bearing with rolled type face rather
than flat face where bearing contacts the diaphragm. No hydraulics.
- The amount of pressure applied to the Clutch disc
when the clutch is fully engaged. (Refer to Clamp vs. Torque)
- Clutch Cover Assembly:
- The cover assembly is the unit that
bolts directly to the flywheel. Its purpose is to apply pressure to the clutch disc allowing the drivetrain to
engage and provide torque through the transmission to the wheels
- Clutch Disc:
- The driven disc(s) that transfer the torque
drive to the transmission.
- Clutch Pilot Alignment tool:
- allows you to accomplish the
tricky task of aligning your clutch disc between the pressure plate and fl ywheel before the pressure plate is
- Coefficient of Friction:
- (µ) The measured resistance that
occurs between two surfaces.
- Concentric Slave Cylinder:
- (CSC) Hydraulic release bearing
mounted to the front of the gearbox inside the bell housing. (Usually an O.E. component) . (The CSC bolts
directly to the front of the gearbox inside the bell housing.)
- Cushion is the space (gap) between the two
surface areas of the clutch disc. This is used in Mantic Street, Mantic 4WD and in Mantic 9000 Series
- The springs in the clutch disc which improves
NVH and Modulation.
- The spring diaphragm that enables the clutch to
pivot on the fulcrum point, to release and engage the clutch. Mantic use chrome vanadium diaphragms springs in
- Direct Fit:
- Complete assembly to replace standard or
existing clutch. Complete to fi t with no modifi cations required.
- Where the clutch spring diaphragm is activated
to allow the clutch cover to release the clutch disc from driving the vehicle.
- The "feel" and "engagement" action of the
clutch. (Also refer "Modulation")
- Driveline NVH:
- Noise, Vibration and Harshness (NVH) while
not a major factor on the track, are a serious consideration for the road. Sprung and cushioned discs are used
to control NVH. (Refer "Drivability" and "Modulation)
- Refers to the operational life of the clutch.
Generally speaking, the smaller diameter and number of discs dictate the service life. More discs and larger
diameter offer potentially longer life, where a smaller, lighter clutch with low MMOI offers greater
- Dynamic Testing:
- Mantic clutches are dynamically tested on
the only clutch dynamometer in Australia.
- Where the clutch pedal is in the static position,
allowing the clutch to drive the vehicle.
- Fade occurs when the friction material exceeds its
designed temperature tolerance.
- Transmits torque through surface friction
between the faces of the clutch. (I.e. The surface contact of the clutch disc(s) between the clutch cover and
- Friction Material:
- "Cerametallic", where the ceramic
friction material is bonded to a backing plate, allowing cushioning between the segments to improve modulation,
while increasing torque drive.
- Forged Hubs:
- All mantic disc hubs are manufactured from
forged alloy steel for maximum strength and reliability.
- The enemy of the clutch. Any clutch will perform
better the lower temperature it is able to operate at. Heat is generated by engagement / disengagement of the
clutch, and driver induced slippage. It relies on absorption by the clutch cover and flywheel to remain within
operating temperatures. The more mass there is in the clutch and flywheel assembly, the greater the amount of
heat that can be absorbed.
- Intermediate Plate:
- The plate that separates the clutch
discs in a multiple disc assembly. Twin plates have one, triple discs have two.
- The Mass Moment of Inertia: measures the ability
of the clutch and flywheel assembly to resist changes in rotational speed about a specific axis. The larger the
Mass Moment of Inertia (number), the smaller the angular acceleration about that axis is for a given torque.
(That is, the slower the flywheel will accelerate for a given torque amount.) Low MMOI allows faster gear
shifts, and improved engine response.
- Mean Effective Radius:
- The effective radius of the
friction surface used to calculate torque capacity.
- Refers to the common nature of the clutch
assembly, where two and three disc clutches with the same diameter share common parts.
- The action of the "engagement" of the clutch.
Modulation can be harsh where either a solid centre disc is used, or a non cushioned disc(s) are fitted. Harsh
engagement is where the pedal movement between engaged and disengaged is minimal (sudden).
- Multi Rate Hub:
- Multi piece hub used to reduce Noise,
Vibration, and Harshness (NVH). Most popular in high-compression applications such as diesel engines. High
compression engines generate a higher level of noise (rattles), vibration (often felt through the gearstick) and
harshness (general cabin noise etc) at idle. Used where necessary in Mantic 4WD.
- Pedal Effort:
- The amount of pressure (Kg's/Lbs) required
to depress the clutch pedal and allow the clutch to release. (Also see release effort)
- Pitch Circle Diameter: (Usually measured in
millimeters) For a 4- or 6-bolt car, this measurement is merely the distance between the centers of two
diametrically opposite bolts. For a 3 or 5-bolt pattern: draw a line between any two neighboring bolts, and draw
a line from the midpoint of this line to the opposite bolt. Repeat with a different set of three bolts, and the
two long lines will cross in the center, thereby making the distance between this intersection and the center of
a bolt the radius of the bolt circle.
- Pilot Bearing:
- A small Bronze Bushing, or in some cases a
Ball bearing, placed in the end of the Crankshaft or in the center of the Flywheel depending on the vehicle,
that is used to support the outboard end of the Transmission Input shaft.
- Pressure Plate:
- This is the plate underneath the machined
cover that clamps the clutch disc.
- Push Type Clutch:
- Where the clutch diaphragm is activated
by the bearing "pushing" on the spring diaphragm to disengage the clutch.
- Pull Type Clutch:
- Where the clutch is activated by the
bearing attached to the spring diaphragm "pulling" on the diaphragm to disengage the clutch.
- Release Bearing:
- The bearing that pushes on the diaphragm
to enable the clutch to release. In certain applications, a Concentric Slave Cylinder (CSC) is used instead of a
bearing and throw-out lever system.
- Release Effort:
- The amount of pressure (Kg's / Lbs)
required to depress the diaphragm, to allow the clutch to release. (Also see pedal effort)
- The point that the clutch begins to be unable to
hold the torque drive from the engine.
- The drive spline inside the Clutch disc hub.
Measured by the number of teeth and the outside diameter of the shaft. Some splines are nominally the same, but
have different pitch on the teeth.
- Sprung Centre:
- Dampening within the hub of the clutch
disc, usually by the addition of heavy duty springs to the centre of the disc. This reduces the "shock" on the
transmission when changing gears, and allows smoother driving.
- Torque Drive Capacity:
- This is the amount of engine torque
that the clutch will transmit through the driveline.