Each clutch has a different number of discs, and the more discs you have, the greater the transmission torque. However, increasing the number of discs does not mean that durability will increase. * Please select based on the engine power of the vehicle and the intended use.

The outer diameter and number of discs are the main difference. The model is a numerical value that represents the corresponding horsepower (for reference only).

The damper on the disc makes the half-clutch easy to use and absorbs vibrations from the transmission. On the other hand, if there is no damper, the weight of the disc alone will be lighter, which will improve the shift feeling (release, etc.), but the half-clutch will be difficult to use and the aggressiveness of the drive will increase.

The 659 is a high-pressure version of the 559 with disc OD of 7.9 inches (200mm). The 659 is rated for 650 HP vs 550 HP for the 559 (HP is provided for reference only).
The smaller the outer diameter of the reinforced clutch, the more advantageous it is in inertia and clutch release.

Depending on the vehicle, there is a pull type clutch and a push type clutch. The main difference is between the pull type (pull-to-release clutch) and the push type (push-to-release clutch). In the case of ORC clutches, all clutches are push-type clutches, so a conversion kit is included to convert from pull to push.

In the case of ORC clutches, the METAL Series and PRO CARBON Series are all lug-drive type clutches. This is a method of transmitting torque by hooking the groove of the pressure plate onto the lug (meaning pillar). This is because when you step on the clutch, the plate is released and the pressure plate comes into contact with a component called the connect shaft, causing a backlash sound. The silent type also has a spring on the flywheel side to reduce this noise. It has a construction that does not generate backlash noise, there is a strap drive method used in the genuine clutch. This is a white belt that secures the clutch cover and pressure plate via a steel strap (belt) to transmit torque.

What is the difference between high µ disc and standard type disc? The high µ disc is only available in the 409 Series and it has a higher coefficient of friction than the standard discs. Half-clutching is more severe and the amount of wear is greater than with the standard discs. Because of the properties of the aggressive material, the chance of welding the surfaces increases in high temperature ranges. As it is an abrasive material made primarily for competition use, sufficient care must be taken when using it.

It depends on the vehicle specifications, but if horsepower is less than 400 horsepower, we recommend the 409 Series. We recommend a twin clutch for over 400 horsepower, but please note that the transmission will be more aggressive.

Durability varies depending on usage and vehicle specifications. Please note that increasing the number of discs does not mean that the durability of the clutch will increase.

For an ORC clutch, the measurement of the new disc is 4.7mm (0.185”). (Excluding some car models) Regarding the wear limit value of the disc, if the total wear amount of parts inside the clutch exceeds 1mm, the pressing force will decrease by about 80%, so the usage limit value should be adjusted accordingly.
Example:

For single disc	Flywheel wear amount >> 0.1mm
	Pressure plate wear amount >>0.1mm
	Disc wear amount >>1.2mm
	Total wear amount >>1.4mm

For twin disc	Flywheel wear amount >>0.1mm
	Pressure plate wear amount >>0.1mm
	Disc 1 wear amount >>0.7mm
	Mid plate wear amount >>0.1mm
	Disc 2 wear amount >>0.6mm
	Total wear amount >>1.6mm

The common cause of clutch disengagement failures is not due to the clutch alone, but due to insufficient pressure on the release. If you feel that the clutch is not releasing properly, we recommend measuring the release stroke and adjusting it before disassembling the clutch. Release cylinder stroke amount / adjustment value.

Car model	Release bearing:		Stroke amount:
	Type	Outer diameter (mm)	Contact diameter (mm)	Recommendation (mm)	Upper limit (mm)
R32, R33	A	ø67	ø44	15.2	15.7
R34	A	ø67	ø44	15.2	15.7
PS13	A	ø67	ø44	15.2	15.7
S13	A	ø67	ø44	15.2	15.7
S14	A	ø67	ø44	15.2	15.7
S15	A	ø67	ø44	15.2	15.7
Z32	A	ø67	ø44	15.2	15.7
Z33	B	ø74	ø54	13.8	14.3
JZA80	B	ø74	ø54	13.8	14.3
JZA70 & others	B	ø74	ø54	13.8	14.3
SW20 & others	A	ø67	ø44	13	13.5
AE86	A	ø67	ø44	12.5	13
SXE10	A	ø67	ø44	13	13.5
EP82	A	ø67	ø44	13.7	14.2
SXE10	A	ø67	ø44	12.9	13.3
EP82	A	ø67	ø44	12.9	13.3
ZZW231	A	ø67	ø44	12.9	13.3
AE92	A	ø67	ø44	12.9	13.3
AE101	A	ø67	ø44	12.9	13.3
EK4	A	ø67	ø44	12.3	12.8
EG6	A	ø67	ø44	12.3	12.8
AP1	B	ø74	ø54	12.7	13.2
ENA14	B	ø54	ø54	12.3	12.7
DC5	A	ø67	ø44	13	13.4
FC3S	A	ø67	ø44	15.4	16
NA6CE & others	A	ø67	ø44	14.3	14.8
FD3S	A	ø67	ø44	15.6	16.2
SE3P	C	ø81	ø44	12.7	13.2
CD9A	A	ø67	ø44	13.67	14.1
CE9A	A	ø67	ø44	13.67	14.1
CE9A & others	B	ø74	ø54	14.3	14.8
GC8	A	ø67	ø44	16	16.6
GD8	C	ø81	ø62	13.4	13.9

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Manufacturer	Engine Model	Tightening torque lb-ft (Nm)
Nissan	RB26DETT     RB25DE(T)     RB20DE(T)     CA18DE(T)	104.8-111 (142.1-151.9)
	VQ30DE(TT)     SR20DE(T)     VQ35DE	61.4-68.7 (83.3-93.1)
Toyota	1JZ-GE (GTE)     2JZ-GE (GTE)	86.7 (117.6))
	3S-GE (GTE)     2JZ-GE (GTE)	79.5 (107.8)
	4E-FTE	65.1 (88.2)
	4A-GE     1ZZ-FE	57.8 (78.4)
Honda	B16A     B16B     B16C	75.9 (102.9)
	K20A	90.1 (122.5)
	F20C	93.7 (127)
	C30A     C32B	76 (103)
Mazda	13BT     13B-REW     13B-MSP	Flywheel mounting bolt 61.4-72.3 (83.3-98.0)
		Counterweight mounting nut 289.1-361.4 (392-490)
	B6-ZE     BP-ZE	70.9-75.9 (96.1-102.9)
Mitsubishi	4G63T	94-101.2 (127.4-137.2)
Subaru	EJ20T	53.5 (72.5)

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Series	Tightening torque lb-ft (Nm)
309     409     559     659     1000F	28.1 (39.2)
609	54.2 (73.5)

*About FD35: Since it is difficult to measure the cylinder stroke amount for this model, please adjust so that the "clutch pedal play" is 0.39 inches (10mm) or less as an alternative. 559 (Metal and Pro Carbon twin) is bearing type B (outer diameter 74). Also, the release cylinder stroke amount is 0.56-0.58 inches (14.2-14.7 mm).

In this case, the master cylinder relief point might be misaligned. First of all, we recommend that you adjust the stroke of the release cylinder and at the same time adjust the relief point position of the master cylinder.