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 meeting and exceeding 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.

Yes. Every UniClutch application has specific installation instructions that must be followed to ensure correct setup and operation. These instructions can be accessed by scanning the QR code on the product packaging, which will direct you to the UniClutch online catalogue where you can download the installation guide for your specific vehicle.

Correct installation and setup are critical for the UniClutch to function as designed. Each UniClutch is assembled and tested prior to leaving Clutch Industries (CI) to confirm it meets our performance and quality standards.

Failure to follow the provided installation instructions may result in incorrect operation, reduced performance, or installation-related issues. This may also impact warranty eligibility. For full details, please refer to UniClutch’s warranty guidelines.

No. The height spacers must be installed exactly as specified in the vehicle-specific UniClutch installation instructions. Correct spacer configuration is critical to achieving the designed clutch stack height, release characteristics, and overall system performance.

Installing the spacers in the incorrect order or configuration can lead to the incorrect clamping forces or loads being applied to the bolting hardware which can potentially cause premature wear or failure.

To ensure correct installation, always refer to the appropriate instructions for your specific vehicle. These can be accessed via the UniClutch online catalogue by scanning the QR code on the product packaging.

If you are unable to locate the correct instructions or are unsure about the installation process, contact the UniClutch support team for assistance before assembling the clutch.

Failure to follow the specified spacer configuration and installation procedure may result in incorrect operation and may impact warranty eligibility. For full details, please refer to UniClutch’s warranty guidelines.

In most applications, flywheel machining is not required when installing a UniClutch. Unlike traditional clutch systems, UniClutch does not utilise the flywheel as a friction surface. Instead, the unit is a self-contained assembly, and the flywheel functions primarily as a mounting face to transfer engine torque to the clutch and drivetrain.

However, it is critical that the existing solid flywheel is carefully inspected prior to installation. The mounting surface must be clean, flat, and free from defects such as excessive runout, warping, or damage. Any irregularities—particularly on the flywheel mounting face—can affect clutch alignment and operation.

If excessive runout or surface defects are identified, corrective machining or flywheel replacement may be required before installation to ensure proper fitment and performance.

In some applications, the UniClutch installation guide may specifically require flywheel machining to achieve the correct fitment or stack height. Where this is noted in the vehicle-specific instructions, machining must be carried out as specified.

Failure to properly inspect and prepare the flywheel, or to follow the vehicle-specific installation instructions, may result in incorrect operation and could impact warranty eligibility. For full details, please refer to UniClutch’s warranty guidelines.

• Excessive play or noise
• Grease leakage

• Replace it with a new OEM-spec dual mass flywheel, or
• Convert to a compatible solid flywheel, provided it is specifically designed for your vehicle and UniClutch application. A solid flywheel can only be used with a UniClutch if it has been designed as an exact replacement for the OEM DMF and a OEM DMF clutch kit can be fitted to it. Note: A solid flywheel is not identical to a DMF and may introduce increased noise or vibration if not correctly matched.e

As with any clutch replacement, it is important to identify the root cause of the original clutch failure and ensure that any contributing components are inspected and addressed before installing a UniClutch.

The clutch system should be thoroughly checked, including the hydraulic components such as the master cylinder, slave cylinder, and any clutch dampers, as well as mechanical components like the clutch fork, pivot point, and release mechanism. All components must be in good working condition to ensure correct clutch operation.

Any worn, damaged, or questionable components should be replaced during installation. Failure to do so may lead to issues such as poor clutch engagement, inconsistent pedal feel, or premature wear, which are not related to the UniClutch itself.

Taking a system-level approach to inspection and replacement helps ensure optimal performance, reliability, and longevity of the UniClutch system.

It is strongly recommended to inspect the spigot (pilot) bearing during removal of the original clutch. As this component supports the input shaft of the gearbox, its condition plays an important role in overall clutch operation.

If the condition of the bearing is unknown, or if there are any signs of wear, noise, or roughness, best practice is to replace it with a new component during installation.

A worn or damaged spigot bearing can lead to issues such as clutch misalignment, engagement problems, noise, or premature wear of drivetrain components. Replacing the bearing during installation helps ensure correct operation and long-term reliability of the UniClutch system.

Yes. It is critical that the bellhousing and gearbox housing are thoroughly cleaned prior to installing a UniClutch. Any debris, dust, or residue from the failed clutch—such as friction material, metal particles, or oil contamination—must be completely removed.

Contamination within the bellhousing can compromise the performance and longevity of the UniClutch by affecting internal components and friction surfaces. This may lead to issues such as clutch slip, shudder, noise, or premature wear.

Best practice is to ensure all mating surfaces and internal areas of the bellhousing are clean, dry, and free from any foreign material before installation.

The presence of external contamination is not related to product manufacturing and may impact warranty eligibility. For full details, please refer to UniClutch’s warranty guidelines.

Yes. If there is any sign of oil leakage from the rear main seal, it must be inspected and addressed before installing a UniClutch.

Engine oil contamination can significantly affect the performance and operation of the clutch by interfering with the friction surfaces. This may lead to issues such as clutch slip, shudder, inconsistent engagement, and premature wear.

It is strongly recommended that any leaking rear main seal is replaced prior to installation to ensure the UniClutch operates as intended and achieves its expected service life.

The presence of oil contamination is not related to product manufacturing and may impact warranty eligibility. For full details, please refer to UniClutch’s warranty guidelines.

After completing the installation, only the components specified in the vehicle-specific UniClutch installation guide should be used. Any remaining parts in the fitting kit are not required for your application.

Unused bolts and spacers must not be repurposed or substituted—particularly for securing the flywheel mount. Some fasteners in the kit are designed for specific applications and may include countersunk heads, which are not suitable for use in standard (non-countersunk) mounting holes. Incorrect use of these components can lead to improper clamping, installation issues, or potential component failure.

Any leftover parts can be retained for future reference or correctly disposed of. Always ensure that only the specified hardware and configuration outlined in the installation instructions are used.

Failure to use the correct components as specified may result in incorrect operation and could impact warranty eligibility. For full details, please refer to UniClutch’s warranty guidelines.

UniClutch must not be disassembled, modified, machined, welded, or altered unless written approval has been provided by UniClutch/Clutch Industries. Unauthorised modification or disassembly can compromise product integrity and prevents reliable warranty assessment.

Any unauthorised modification, repair, or dismantling may void warranty.

All fasteners must be installed using the specified torque values, tightening sequence, and thread locker requirements listed in the vehicle-specific installation guide.

Thread locker 242 Loctite or equivalent/ better should be used.

Incorrect torque, no additional thread locker where required, incorrect bolt selection, or use of an uncalibrated torque wrench may allow fasteners to loosen during operation, causing vibration, noise, or component failure.

If abnormal noise, non-release, slip, severe shudder, vibration, or unusual pedal behaviour is noticed after installation, stop driving the vehicle under load and contact UniClutch support or your reseller before continuing operation.

Continuing to drive the vehicle while a fault condition is present may cause additional damage and may affect warranty assessment.

This may be caused by several factors and should not be driven until resolved. It can be caused by misalignment of clutch when installing from incorrect bolt pattern used, not having dowels installed or incorrect bolts used in applications where specific shoulder bolts are required. If the Vibration is RPM related, it will be most likely a clutch and flywheel misalignment issue (if solid flywheel conversion has been fitted – refer to above on replacing dual mass flywheels).

If the Vibration is speed related – this will be a downstream balancing issue, i.e Driveshaft, hanger bearing etc. This can occur when damage has been done when removing /installing driveshafts etc or the vehicle was previously fitted with a dual mass flywheel that was masking a drivetrain vibration.

Because UniClutch utilises a twin-disc design with four friction surfaces (compared to two in a traditional single-plate clutch), a proper bedding-in procedure is critical to ensure optimal performance, durability, and drivability.

During the bedding-in period, it is normal to experience minor clutch shudder. This occurs as the friction surfaces gradually “mate” together, creating full and even contact across all components. As part of this process, a controlled transfer of friction material takes place between the discs, intermediate plates, and pressure plate surfaces. This transfer helps establish a consistent and stable coefficient of friction throughout the clutch system.

In the early stages of bedding-in, the coefficient of friction may initially decrease before progressively increasing and stabilising as the surfaces condition themselves.

To bed in your UniClutch correctly, the vehicle should be driven under normal operating conditions, such as regular city driving. Frequent clutch engagement at low RPM—such as during take-off and standard gear shifts—is essential. This process should be followed for a minimum of 1,000 km to ensure proper surface conditioning.

During this period, it is important to avoid excessive load or aggressive driving. If engine RPM increases disproportionately to vehicle speed (indicating clutch slip), immediately reduce throttle input to prevent excessive heat build-up. Excessive heat can compromise the bedding-in process and negatively affect long-term clutch performance.

UniClutch must not be operated on a dynamometer (dyno) until the full bedding-in process has been completed. Dyno testing typically places the clutch under sustained high load conditions, which can generate excessive heat before the friction surfaces have properly stabilised. This can lead to glazing, uneven material transfer, reduced torque capacity, and permanent damage to the clutch system. Always complete the recommended bedding-in distance and procedure prior to any dyno runs or performance testing.

UniClutch systems used in competition, motorsport, or race applications are not covered under warranty, as these environments subject the clutch to extreme operating conditions beyond standard use.

If UniClutch is to be used in these applications, it is essential that the full bedding-in process is completed prior to any competition or race use. Launches, aggressive shifting, and sustained high-load operation place significant stress on the clutch system, and introducing these conditions before the friction surfaces are properly conditioned can lead to overheating, premature wear, and compromised performance.

Completing the full bedding-in process ensures the clutch can deliver its designed torque capacity, consistency, and durability under high-performance conditions.

Failure to correctly bed in the UniClutch may lead to glazing or uneven wear of the friction surfaces. This can result in shudder, slippage, increased noise, and reduced torque capacity.

Improper or incomplete bedding-in—including premature dyno use—may also impact warranty eligibility. For full details, please refer to UniClutch’s warranty guidelines.

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 catalogue website, where you can download the specific UniClutch assembly guide for your vehicle 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.

If you are not able to find your specific vehicle or driveline application please contact the UniClutch team or your reseller to confirm that you have the right products before attempting assembly or installation.

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

While UniClutch is designed as a high-performance replacement for OE clutch systems, it will not feel identical to a factory clutch. OE clutches are typically engineered with a strong focus on comfort, refinement, and minimal NVH (Noise, Vibration, and Harshness), often at the expense of torque capacity.

Most aftermarket twin-plate clutches prioritise performance, which can result in noticeable compromises in drivability and NVH. UniClutch has been engineered to deliver the torque capacity and performance benefits of a twin-plate clutch while minimising these compromises.

In the majority of applications, UniClutch maintains a driving experience that is significantly closer to OE than traditional performance clutch systems. However, in some cases, there may be slight increases in pedal effort, engagement characteristics, or low-speed shudder compared to the original clutch. These variations are dependent on the specific vehicle and setup.

Overall, UniClutch is designed to provide a balanced combination of performance and drivability, offering improved capability without the typical trade-offs associated with conventional twin-plate clutches.

UniClutch systems are engineered to deliver increased torque capacity while maintaining excellent drivability. In most applications, pedal effort is designed to feel similar to—or in some cases lighter than—the original OE clutch.

When searching for your specific vehicle in the UniClutch catalogue, you will be provided with an indication of the expected pedal effort and engagement characteristics compared to the factory clutch. This allows you to understand how the clutch is expected to feel prior to installation.

While UniClutch is designed to closely replicate OE-level pedal effort, some variation may occur depending on the vehicle’s hydraulic system, clutch configuration, and overall setup. In certain applications—particularly those requiring higher torque capacity—there may be a slight increase in pedal effort compared to the original clutch.

Overall, UniClutch provides a balanced combination of performance and comfort, avoiding the heavy pedal feel typically associated with traditional heavy-duty or twin-plate clutch systems.

In most applications, the clutch release point with UniClutch is designed to be similar to the original OE clutch. However, as UniClutch is a performance-oriented system, slight variations in engagement and release characteristics may be experienced depending on the specific vehicle and setup.

When searching for your vehicle in the UniClutch catalogue, you will be provided with an indication of the expected release point and overall engagement behaviour compared to the factory clutch. This allows you to understand how the clutch is likely to feel prior to installation.

While UniClutch aims to maintain a familiar driving experience, factors such as the vehicle’s hydraulic system, clutch configuration, and installation condition can influence the exact release point. Any minor differences are a normal characteristic of a performance clutch system and do not indicate a fault.

Converting from a dual mass flywheel (DMF) to a solid mass flywheel will typically result in an increase in NVH (Noise, Vibration, and Harshness). This is because a dual mass flywheel is specifically designed to isolate and dampen engine vibrations before they are transmitted into the drivetrain.

UniClutch incorporates advanced internal damping through its QUAD DRIVE FORGED INTERNALS, which utilise four damping springs along with a central multi-rate spring. This system is designed to help absorb and manage engine and driveline vibrations while maintaining the strength and durability required for high-performance applications.

However, even with these damping features, a solid flywheel conversion cannot fully replicate the isolation characteristics of a dual mass flywheel. As a result, some increase in engine and driveline noise—particularly at idle or low RPM—should be expected when converting to a solid flywheel (including the UniClutch UltraFlywheel).

The level of NVH experienced will vary depending on the vehicle, engine characteristics, and overall driveline configuration. UniClutch is engineered to minimise these effects as much as possible while delivering the performance, consistency, and durability benefits of a solid flywheel setup.

Converting from a dual mass flywheel (DMF) to a solid mass flywheel will typically result in an increase in NVH (Noise, Vibration, and Harshness). This is because a dual mass flywheel is specifically designed to isolate and dampen engine vibrations before they are transmitted into the drivetrain.

Further to this when using a UniClutch UltraFlywheel, engineered to be lighter than many OE flywheels, which reduces rotational mass and lowers the moment of inertia (MOI). This allows the engine to rev more freely and can improve throttle response and performance.

However, the reduction in mass and MOI also means there is less inherent damping of engine pulses. As a result, some increase in engine and driveline vibration and noise—particularly at idle and low RPM—should be expected. These characteristics may also influence drivability, such as making the vehicle slightly more sensitive during take-off or at low speeds.

UniClutch incorporates QUAD DRIVE FORGED INTERNALS, which utilise four damping springs along with a central multi-rate spring to help absorb and manage driveline vibrations. While this system reduces NVH compared to conventional performance clutch designs, it cannot fully replicate the isolation provided by a dual mass flywheel.

The level of NVH experienced will vary depending on the vehicle, engine characteristics, and overall driveline configuration. These characteristics are a normal result of converting to a solid flywheel and do not indicate a fault with the UniClutch system.

Non-release or difficulty selecting gears can be caused by several factors, including incorrect setup height, insufficient hydraulic travel, air in the hydraulic system, worn master/slave cylinders, incorrect spacer configuration, bent clutch fork, worn pivot point, gearbox/input shaft issues, or contamination inside the bellhousing.

UniClutch units are individually tested for release, lift, clamp load, and finger height prior to leaving CI. If a release issue occurs after installation, the complete clutch actuation system should be inspected before assuming a clutch fault.

In vehicles with adjustable clutch pedals or pushrods, the pedal should be adjusted according to the vehicle manufacturer’s procedure. The clutch should fully release when the pedal is depressed and should fully engage without any bearing pressure when the pedal is released.

As a general guide, the bite point should not be right at the floor or excessively high at the top of the pedal travel. If the bite point feels abnormal, the hydraulic system, pedal adjustment, fork/pivot condition, and installation setup should be checked.

Clutch shudder is compromised surfaces between the friction materials and mating surfaces - this happens for a few reasons as follows:

Some minor shudder may be experienced during bedding-in as the friction surfaces condition themselves. However, excessive or ongoing shudder may be caused by incomplete bedding-in, excessive clutch slip, contaminated friction surfaces, incorrect clutch control, worn engine/gearbox mounts, driveline movement, incorrect flywheel preparation, hydraulic drag, or installation-related issues.

If shudder persists after the bedding-in period, the complete drivetrain and clutch installation should be inspected.

1. Contamination - this will normally shudder very quickly after install and is usually seen from excessive spline grease used or incorrect type of grease used on spline. When the engine is started it will flick out from the spline and across the friction surfaces rendering the friction material below the optimal friction coefficient and the plate skips across the surfaces until enough clamp force is applied to stop the shudder.

2. Glazing of the friction material - Normally starts after a period of use. If the wrong material is selected for the application or excessive clutch slippage or drag occurs, it will glaze the friction material. This will then cause the plate to skip across the mating surface until enough clamp force is applied to stop the shudder. Track cores are ceramic based clutch material and although a more street drivable material is used in the UniClutch, if ridden / slipped excessively, it will cause shudder. The other factor is making sure the clutch is getting full release and no upstream hydraulic issues are present causing clutch drag, as this will also glaze plates.

3. Worn engine mounts or other bushes in the vehicle - Another issue that can result in abnormal clutch shudder can also be as result of worn bushes or mounts in the driveline. I'm sure this is something that you look at when doing these conversions but its always good to just review all the bushes in the vehicle to ensure there is no abnormal play or ware in the bush which needs to be addressed as this can cause movement in the driveline which can result in the clutch shudder on take off due to the excess movement in the system.

Following the bedding-in period, it is normal for a UniClutch Track to exhibit a more aggressive engagement feel and produce additional clutch noise during take-off. As the friction surfaces settle, the clutch may become noticeably "bitier" and generate sounds that were not present immediately after installation.

These characteristics are typical of a high-performance twin-plate ceramic Uniclutch and should not be mistaken for a product fault. They are a normal result of the clutch reaching its fully bedded-in operating condition.

Clutch slip may occur if the vehicle exceeds the torque capacity of the selected clutch, the bedding-in process was not completed correctly, the clutch has been overheated, the clutch is contaminated with oil/grease, the hydraulic system is applying preload, or the vehicle is used in conditions outside the intended application.

If clutch slip is noticed, reduce throttle immediately and avoid further high-load operation until the cause is identified. Continuing to drive under load while the clutch is slipping can permanently damage the friction surfaces.

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.