Products

/Products

Our online catalogue has been designed to try and cover every clutch variant to enable a choice to be made for your application. However we understand that sometimes you may not have all the information to allow you to make an online purchase so welcome the opportunity to discuss your requirements. Alternatively please check our Brand Specialists who are our trusted partners in specific vehicle Brands who will be able to guide you to the correct choice. Our Brand Specialists have first hand experience of PTT products through day in day out use.

  • Radiused 42mm Bearing

    £58.00 £69.60 Inc VAT
    Competition Release Bearing - 40mm I.D The 42mm Fulcrum point of this bearing optimises the longer release fingers of the PTT Clutch range, therefore reducing the force required to disengage the Clutch, subsequently putting less stress on the engines crank thrust bearing. Recommended for all applications where the release mechanism allows for a 40mm bearing.
  • Replacement 7.25" (184mm) Clutch Disc Pack - Bronze Metallic Material, suitable for all PTT and Super Clutch units of this size and friction material type. Select your required number of discs, thickness, spline type and hub set. Wear limits are found within our Data Sheets - Click Here   Please contact us if you require replacement Organic Friction material disc packs.
  • 10.4" Street Stock Aluminium Core Clutch Disc
  • 7.25″ (184mm) Floater Plate

    £80.00 £96.00 Inc VAT

    Replacement 7.25" (184mm) Floater Plate for PTT and Super Clutch units. 

    This is the most common Standard version, however we can also offer Lightweight and Super Lightweight versions - please contact us for more details.  

  • 10.4″ Street Stock Clutch Cover

    £465.00 £558.00 Inc VAT
    10.4" Street Stock Clutch Cover - Aluminium Type
  • The Omega pot type pistons are extremely high quality and SBD have used them since they first started. The piston crown has been developed over time to what we believe is the best pot type piston available, in fact when tested against other makes of piston, they regularly out perform even those types which are supposed to be a slipper style. If you have a reasonable budget which is not able to stretch to our high specification Omega slipper pistons, choosing our Omega Pot type piston is an essential way to gain performance and reliability at the right price.
    Available in 87.50mm and 88.00mm bore.
  • 2.0L XE Omega/SBD 87.00mm Pot Piston set.
    The Omega pot type pistons are extremely high quality and SBD have used them since the company was founded. The piston crown has been developed over time to what we believe is the best pot type piston available, in fact in many cases when put up against other makes of piston, they regularly out perform even those types which are supposed to be a slipper type. If you have a reasonable budget which is not able to stretch to our high specification Omega slipper pistons, choosing our Omega Pot type piston is an essential way to gain performance and reliability at the right price. Suitable for use with either standard rods or our 143mm Saenz Steel Rod Set.
  • SBD XE High Spec Taper Throttle Kit

    £1,198.00 £1,437.60 Inc VAT

    TP-VX-2.0-K3

    The tapered throttle body system which Richard Jenvey and Steve Broughton of SBD Motorsport have developed back in 1995 for the 2.0L XE originally at that time for a touring car project which has been so successful, even spawning many copies.
    We decided that the fact that the 2.0L XE was still very popular, that is was time to look at the design again which everything that we had learnt in developing the Hayabusa and Duratec high specification throttle bodies. We contacted Jenvey Dynamics again, who have helped us to develop all our own special throttle body projects over the years and started designing a new intake system to suit the 2.0L XE as well as it's larger capacity versions, 2.2L, 2.3L, 2.4L & 2.5L which are now being built.
    We incorporated all the latest designs and developments into the system and the first prototype was ready for testing for the beginning of December. One of our main dealers had a test engine ready that could have the throttle system tested immediately, so it was shipped to Ivan Orr at Cormeen Motorsport and fitted to his 2.3L XE engine. He carried out back to back tests with our original throttle system in the morning, then fitted the new system and carried out the same tests in the afternoon. The initial results are even better than we had hoped, we saw an increase in peak torque of 14lbft and an increase in bhp of 13bhp, in fact the torque curve had improved everywhere from 2500rpm upwards. Ivan is now getting a 2.0L XE engine ready to carry out a similar test and has already sold the first system to one of his customers.
    The tapered throttle body has a 54mm entry tapering down to a 52mm butterfly. The taper then continues on through the throttle body then into the manifold and down to the cylinder head. The size of the inlet duct where it meets the cylinder head is 48mm wide x 32.50mm high. The port shape we have developed to match up with our high specification CNC ported cylinder head, this means the inlet manifold should not require any porting when mated to one of these cylinder heads. Please download the pdf at the bottom of the page for the TP-VX-2.0-K3 dimensions.
    The injectors are now mounted underneath the throttle body pointing at an upwards direction at the correct angle so that upon butterfly opening high gas speed is achieved allowing very fast throttle response. Because the injector is mounted much higher up the inlet track, this allows improved air/fuel mix, which we have found in many tests to give identical improvements to that seen with an 8-injector set up but also allows for reduced complexity. Great care has also been taken to ensure that the package is very neat and compact as possible, which means we can use a flat air filter back plate without the need for any complex stepped back plates.
    The system comes with a build in single cable throttle linkage mounting assembly, but we have designed options that will allow the use of the more traditional single or twin cable Jenvey throttle linkage kit, see below.
    The overall length of the system including airhorns is identical to the length of our earlier system TP2K. This means that any customers using the original system with 90mm air horns can easily upgrade to the latest system.
    The kit includes inlet manifold, throttle bodies, air horns, fuel rail and throttle cable bracket. It will come assembled, but without the injectors or water elbow TP5 as these depend on your installation.
  • Replacement 7.25" (184mm) Pressure Plate for PTT and Super Clutch units. The standard P/Plate has a fulcrum diameter of 6.2", this is the diameter measured across the "bump" points. The High Ratio P/Plate has a fulcrum of 6.0", this is the diameter measured across the "bump" point. The High Mass P/Plate has a fulcrum of 6.2" (Same as Standard P/Plate) however the I.D of the part is smaller to increase the available mass of the part.
  • Medium size decal
  • Our high quality Alignment Tool is made from Hard Anodised Aluminium and available in the most popular spline sizes (please contact us if yours is not listed). This tool makes aligning a multi disc clutch a straight forward task. 15mm spigot as standard.
  • 7.25″ (184mm) Racing Clutch

    £480.00£963.00
    The PowerTrain Technology 7.25" (184mm) Competition Clutch is available from 1 Disc to 4 Disc, with a choice of material thickness, spring rate and hub selection (depending on application).   Select not sure on any option below for our experts to review and advise accordingly.
  • A complete Clutch, Flywheel and Slave Cylinder kit (inc bearing) designed and built specifically for the VW/Audi/Seat (VAG) FWD/4WD installations using the 2.0L TFSI engine and 6 Speed 02M/02Q Gearbox. The spec we have used for this application will suit both race and rally as we have opted for .200" (5.08mm) disc thickness, this coupled with PTT's legendary high quality manufacturing processes makes this clutch virtually impossible to beat for the application. FWD applications can be a challenging installation to fit a twin disc competition clutch into due to the limited space available, however the PTT range of clutches are renowned for having one of the most compact clutch cover assemblies in the industry. This coupled with our own specification of flywheel weighing only 3.1kgs has allowed us to maximise the packaging available with this gearbox We have put this together as a pre-defined spec to aid you during the buying experience, simply select your options from the drop down menu and purchase. Everything is supplied ready for you to fit. However, as always if you are unsure please do not hesitate to contact us and discuss the exact specification of your car further. The twin disc clutch is suitable for applications up to 550 lbs/ft torque. The triple disc clutch is suitable for applications up to 700 lbs/ft torque. Together with our friends at TSR Performance, this Clutch kit has been tested over an 18 month period in their own MK5 Golf GTI racecar with 550 lbs/ft and 600 BHP with great success.
  • Replacement 7.25" (184mm) Clutch Disc Pack - Organic Material, suitable for all PTT and Super Clutch units of this size and friction material type. Select your required number of discs, thickness, spline type and hub set. Wear limits are found within our Data Sheets - Click Here  

  • SBD Hayabusa Drysump Kit

    £1,025.00 £1,230.00 Inc VAT

    OS-DSK-BUSA-01

    The SBD Hayabusa dry sump system is in our opinion the most successful and efficient kit on the market, they are now sold worldwide.
    The kits are supplied direct to some Kit Car manufacturers and we are pleased to say the our dry sump systems have been highly successful in many disciples, including: the Danish Seven Racing Champion Steffen Hansen and the American Salt flats speed record bike.

    Key Factors in our Design

    Remote PRV (pressure relief valve) housing for pressure stabilisation
    After various tests and prototypes, we found the standard PRV position causes pressure fluctuations due to the valve no longer being submerged. We have engineered a remote housing with oil recirculation.
    Pump removal in situ - no need to remove sump
    The twin stage scavenge oil pump, which replaces the original water pump (you will need to use an electric pump) has been designed so it can be removed and fitted whilst the sump is in place, this allows the user to inspect many components without having to remove the sump or disassemble the engine further. The pump mounts directly to our billet dry sump pan without the need for any hoses.
    Internal scavenge channels
    The sump was designed in 2 neat pieces; the main part of the sump has channels machined into it allowing the dry sump system to scavenge oil from both front and back of the sump pan, so there is no need for any external scavenge pipes. The pan is then closed with a thin top plate, which is bonded to the main part of the sump pan. You will only need to provide a supply from your dry sump tank & a return to the tank (via oil cooler if required).
    M8 mounting lugs for semi-stressed applications
    We have also added 4 x M8 fixing holes to 31mm deep sump pan. The billet is extremely rigid and these mounting lugs allow the user to bolt the sump to a chassis of a car, if required to further increase the strength of their installation.
    No baffles required - faster oil evacuation
    There are several reasons why we have not fitted a baffle plate. A baffle plate is designed to retain oil below it, so if the engine was wet sump there would be oil in the sump itself and as the vehicle corners, the baffle is designed to slow the oil movement beneath the baffle to stop it escaping. When an engine is dry sump, in theory there is no oil in the sump itself and therefore the baffle becomes an unnecessary component as there is no oil to retain. The other problem with using a baffle is that any oil that is falling into the sump itself will be slowed by the baffle, but in effect this is the opposite to what you need and any oil that is making its way to the sump should be allowed to reach it as quickly as possible, because the moment it reaches the sump the scavenge pumps then extract the oil and return it to the tank as quickly as possible.
    Standard oil cooler delete
    The standard oil cooler option has been removed from our dry sump system, because there was always a considerable oil pressure drop when used. Whatever we tried, there would always be a pressure drop and as many Hayabusa owners would know, oil pressure is quite high when the engine is cold and as the engine heats up and the crank cases would grow, oil pressure would drop huge amounts. We have even seen oil pressure of 2PSI at tickover, if you only fit the oil cooler to the scavenge side, the pressure part of the system does not have to work as hard and we have seen significantly more oil pressure under all temperatures.
    Provision for Turbo return
    Using SBD part number: OS-A-12xM20x1.5
  • We have built this clutch to suit 2.0L XE powered FWD Competition cars using the F20 range of gearboxes, from standard casings to the Quaife Sequential alternative. The spec we have used for this application will suit both race and rally as we have opted for .200" (5.08mm) disc thickness, this coupled with PTT's legendary high quality manufacturing processes makes this clutch virtually impossible to beat for the application. We can go down to our .105" (2.67mm) disc thickness if preferred for those who are looking to reduce the clutch assembly weight, please contact us for these options. FWD applications can be a challenging installation to fit a Twin Disc Competition clutch into due to the limited space available, however the PTT range of clutches are renowned for having one of the most compact clutch cover assemblies in the industry. Please Note: We have known on occasion, that the internal area of the bell housing requires some finishing to clear the clutch cover, this is down to inaccuracies in the standard GM F20 casting. When using a Quaife sequential gearbox the bell housing is proof machined to ensure sufficient clutch clearance. We recommend for all installations that a Hydraulic release mechanism (slave cylinder) is used, most F20 standard gearboxes use a cable operated clutch so we advise that this is converted. We have put this together as a pre-defined spec to aid you during the buying experience, simply select your spline type from the drop down menu and purchase.