A traditional single-plate clutch needs to be physically larger to achieve the required mean effective radius to hold enough torque for a particular vehicle, whereas a twin-plate clutch can spread the torque over the two clutch plates, which can allow it to have a smaller mean effective radius while still meet and exceed the torque required for that vehicle application. The advantage of a twin-disc clutch is they have double the torque capacity of a single-disc clutch for any given size. As you continue to add clutch discs to the system, thermal and other inefficiencies are introduced, so there are diminishing returns. The twin disc is the most efficient setup in terms of increasing torque while keeping the clutch system compact and lightweight.

Noise reduction in a clutch is largely achieved by increasing the angular torsional dampening capacity. UniClutch has 35 degrees of angularity, similar to a dual mass flywheel, and the patented 4-stage radial dampening centre uses a combination of springs in series and parallel encased in patented sleeves plus a urethane shock absorber stage. This allows the UniClutch to have up to twice the torque capacity of the traditional clutch with similar angularity to a dual-mass flywheel. This design is unique and one of the key technologies, which means the UniClutch will perform extremely well on a wide range of engines and increase the amount of driveline noise that is absorbed by the UniClutch over a traditional clutch.

Traditional Twin-Plate clutches are often noisy as the intermediate plate which separates the two frictional discs is floating when the clutch is disengaged. Users of these types of clutches will experience clutch plate rattle, and many aftermarket clutch manufacturers sell these products with a ‘buyer beware’ bulletin or video as the noise can be onerous. Mantic engineering has long had a suite of proven technologies to eliminate this rattle, and the UniClutch is no exception to this. After years of R&D and road/track-proven testing with Mantic, UniClutch utilizes a new noise suppressant system called silent shift technology. Silent shift technology utilizes spring loaded intermediate plates to stop them from rattling during engagement and disengagement.

Traditional heavy-duty/performance clutches rely on the pressure plate to have more clamp load which requires a stiffer diaphragm and more pedal effort to actuate the pressure plate to release the clutch. After extensive R&D by the UniClutch engineering team, the UniClutch has been designed in a way that requires less effort to actuate the clutch diaphragm to release the clutch. Thanks to this unique design, 90% of vehicle applications that are covered by UniClutch will offer a lighter or OE-level pedal effort.

No matter your application, the UniClutch will offer superior torque handling capacity compared to an OEM Clutch. When searching for your specific vehicle in the UniClutch catalogue, it will give you an indication of the potential torque capacity over an OEM clutch and the torque capacity rating for each UniClutch option.


There are three versions of the UniClutch.
UniClutch, UniClutch Sport & UniClutch Track.
Depending on your exact vehicle and usage requirements, one of these 3 will be best suited to your needs.
See the comparison chart below outlining the different vehicle use types requirements

Torque Capacity

Up to 900 Nm/650 Ft Lb

  • Daily driver/commuter
  • Delivery or Tow vehicles
  • Modified vehicles that require a light pedal feel
  • 4x4 & touring

Torque Capacity

Up to 1100 Nm/800 Ft Lb

  • Performance vehicles or 4x4
  • Modified Motor
  • Spirited driving to light track work
  • Off-roading

Torque Capacity

Up to 1750 Nm/1300 Ft Lb

  • High-performance motors
  • Track oriented vehicles

If you need help with the best option for your application, contact our sales or tech support team to discuss what best suits your specific needs.

As the UniClutch has 4 friction surfaces compared to a traditional clutch which has 2, it is critical that a proper bedding-in procedure is undertaken to ensure the product functions as intended.

During the bedding-in period, you may experience some minor clutch shudder which is normal. The friction surfaces need to mate to create full, even contact. The Bed in period allows some friction material to transfer from the friction discs to the intermediate plates and pressure plate surfaces which provides a uniform coefficient of friction for the entire clutch.

During the initial bedding-in phase, the coefficient of friction of the clutch discs will drop and then slowly increase over time to a stable level.

During the bed-in period, if the vehicle RPM increases at a rate that is not proportionate with the normal rotation of the wheels, you must back off the throttle to ensure you do not generate excessive heat. If excessive heat is generated, it will not allow the product to reach its full potential.

To correctly bed-in your new UniClutch, we recommend operating the vehicle in normal driving conditions such as regular city driving. During this period, the clutch must be actuated regularly at low RPM, such as take-off and normal shifting for at least the first 1000kms.

Failure to appropriately bed-in the UniClutch may result in glazing or damage of the friction surfaces resulting in shudder, slippage and noise during operation and not allow the clutch to transmit the torque to its maximum ability.

Failing to properly “Bed, or Wear In” the clutch will immediately void any warranty on the clutch.

While the UniClutch replaces OE clutches, it will not feel exactly like an OE clutch. Most aftermarket twin plates on the market will offer more compromises to the driveability & NVH comparable to the OE clutch. The UniClutch will provide all the benefits of a twin plate clutch with fewer compromises. In a small percentage of UniClutch applications, there may be a compromise with increased pedal effort or levels of shudder compared to the OE clutch it is replacing.

UniClutch has been designed to feel like an OE clutch or lighter in most applications. When searching for your specific vehicle in the UniClutch catalogue, it will give you an indication of the expected pedal effort after the UniClutch is installed.

In most instances, the release point will be like OEM. When searching for your specific vehicle in the UniClutch catalogue, it will give you an indication of the potential clutch release point.

Converting from a dual mass to a solid mass flywheel will usually mean that you will experience an increase in the NVH (driveline vibration and noise). While the UniClutch does have superior noise and vibration dampening thanks to the patented 4-stage radial dampening centre (RDC), we still expect that you may experience an increase in the NVH generated by the engine as a result of removing the dual mass flywheel.

Yes, there are instructions for every single UniClutch installation, these instructions can be found by scanning the QR code on your product box and going through to the online catalogue page and downloading the specific installation instructions for your vehicle application. The correct setup and installation are critical for the product to function as manufactured. Every UniClutch is built and tested before and will be recorded as functioning correctly before leaving CI. If these instructions are not followed, it can cause installation issues which will lead to the product not functioning correctly and the warranty being void.

No, it is critical to the correct operation of the UniClutch that the height spacers are installed as outlined in the specific vehicle install instructions.

No flywheel machining is required as the UniClutch does not utilize the flywheel as a friction surface like a traditional clutch. As the UniClutch is totally sealed, the flywheel only used as a bolt face so that the UniClutch can transmit the power from the engine to the gearbox. It is recommended that an installer carefully inspects the current flywheel to ensure it has no major defects that would prevent it from being reused when installing the UniClutch.

If your dual mass flywheel is still within the recommended factory tolerance, then it can be retained and reused when installing the UniClutch. If it is not within the factory tolerance, then a new DMF should be used or a Clutch industries solid mass flywheel (DMR) could be used in place of the DMF.

It is always recommended to review the spigot bearing at the time of the old clutch removal, if the condition is unknown best practice is to replace it with a new item.

It is best practice to ensure that the bell housing and gearbox case is completely cleaned and free of anything that could cause contamination to your new UniClutch. Any UniClutch found to have any external contamination will void its warranty.

Yes, if the rear main seal is leaking, the engine oil could contaminate your new UniClutch, which will affect the operation of the clutch and its performance. Any UniClutch found to have any external contamination will void its warranty.

It is good practice with any clutch replacement to look over the reason why the original clutch needed to be replaced and ensure that any components that could have caused an issue are reviewed. Look over the hydraulic system(Master cylinder, slave cylinder or clutch dampener etc) and any other components in the clutch system (Fork , pivot point etc) to ensure they in working and reusable condition. If there is any doubt about the condition of these components it is recommended that they are replaced with new items.

If you have used the correct components for the installation as outlined in your specific UniClutch installation guide, then you can dispose of the other components left in the fitment kit as they will not be required.

It's as simple as opening the camera function on your phone and holding it over the QR code, a box will surround the code on your phone screen which will bring up a link to the corresponding UniClutch website. No specific app or program is required to scan a QR code.

This QR code is used to go directly to our UniClutch website, where you can download the specific setup and install instructions for your UniClutch application. When you scan the code, you will be taken to the UniClutch website where you will need to enter the details of your vehicle to bring up the specific installation instructions for your UniClutch.

Each UniClutch has a unique identifying QR code on the unit, this QR code is part of the rigorous quality control process, which forms part of the UniClutch manufacturing and quality control process. The QR codes found on each UniClutch are individually laser engraved, recorded and checked off to ensure that every unit is made to the exact specifications required.

By scanning this QR code, you will see the exact build specifications of your UniClutch, including information such as the unit’s release, lift, clamp load, finger height & evenness.

While on this page, you can also register your UniClutch for warranty purposes.

You should take a photo of the QR code on the UniClutch unit and keep it with your vehicle’s records as it will be required, along with the warranty registration details if any warranty information is required.

We would recommend contacting the UniClutch technical team to run through your specific conversion so they can advise if and which specific UniClutch components will be required.

We recommend contacting the UniClutch technical team to run through your specific vehicle details so they can advise if UniClutch is suitable and which UniClutch components are required.

While initially, you will need to purchase the UniClutch and the most suitable fitment kit, if an additional hub or spacers are required to suit a custom application, these can be purchased via UniClutch directly or your chosen distributor. Contact the UniClutch technical team to review your requirements, and then we can provide you with the part numbers required.

See details regarding specifications required to make your own flywheel mount and any other notes required for a custom UniClutch installation.

Click here to browse the Catalogue

You will need to following components

  • UniClutch, UniClutch Sport or UniClutch Track
  • Vehicle fitment kit
  • Thrust bearing or Concentric slave cylinder
  • Spigot bearing
  • Flywheel (Optional only if required)

Each fitment kit will suit varying vehicle applications. To know exactly what fitment kit you require for your vehicle application you will need to go through the UniClutch catalogue for the exact part number required.

If you have a CI-branded Solid Mass Flywheel, then the UniClutch can be fitted with the correct fitting kit. Suppose another branded Solid Mass Flywheel is fitted. In that case, UniClutch cannot be guaranteed to work if that manufacturer has designed their Solid Mass Flywheel to use a different pressure plate bolt pattern from OEM. It would be recommended to purchase a new CI SMF for maximum compatibility.

If your aftermarket lightweight flywheel is a replacement for the OE flywheel, just lighter, then yes, you can. If your lightened flywheel has been made to suit a specific clutch pressure plate, then you may not be able to use UniClutch, contact the UniClutch technical team for clarity.

You can purchase any of the parts in the UniClutch fitment kit as individual spare parts. However, you cannot purchase any components in the assembled sealed UniClutch unit. You can contact the UniClutch sales or technical team for assistance with purchasing available spare parts.

No, each UniClutch is individually built and tested as a matched set of components. Any of the internal components of the UniClutch cannot be purchased separately. A complete UniClutch unit would need to be purchased if it’s required.

You can purchase a new UniClutch sport or track and reuse your existing fitment kit. The fitment kit components installed on the flywheel must be reviewed before installing the new UniClutch, if there is any doubt about the condition of those components, it is better to replace them with a new fitment kit.

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