Twin Plate Clutch FAQ's
Twin-Plate Clutch Conversion – FAQ
1. What is a twin-plate clutch and why choose it?
A twin-plate clutch uses two friction discs instead of a single one, increasing the total surface area and therefore both torque capacity and durability.
This design delivers a major improvement in performance and longevity compared to the factory single-plate setup.
Key Benefits
• Dual-plate design – Doubles the friction area to handle higher torque with smoother engagement.
• Improved heat management – Extra surface area allows heat to dissipate more effectively, reducing the risk of hot spots on the flywheel that cause premature wear and failure.
• Track-ready durability – Better thermal stability ensures consistent performance under repeated high-load use.
• Lightweight alloy clutch basket – Machined from aluminium rather than pressed steel, centralising mass around the crankshaft axis for quicker throttle response and improved efficiency.
This system is built primarily from OEM Aston Martin components and refined through years of use, with hundreds of satisfied customers worldwide, for both manual and SportShift models.
2. How does it change the driving experience?
• Faster, crisper shifts in both manual and SportShift (ASM) transmissions
• More responsive throttle feel
• Reduced rotational inertia from the lightweight flywheel and smaller basket design for sharper rev-matching and faster response
• Lighter clutch pedal in manual cars — significantly easier in traffic and at pull away
• Smoother low-speed take-up in SportShift cars — less jerky, more refined
3. Is it suitable for both manual and SportShift cars?
Yes — fully compatible with 6-speed manual and both 6 and 7 speed SportShift (ASM) V8 Vantage models.
4. What model years does it apply to?
All V8 Vantage models (4.3 L & 4.7 L) from 2006 to 2017/18, manual or SportShift.
Important: Some post-2014 cars use a different torque-tube design and may need machining or an exchange unit to fit the new slave and spacer correctly. See Section 13.
5. How long does installation take?
Usually two full working days, including clutch & flywheel fitting, gearbox alignment, and ECU adaptation/calibration.
6. How long will it last?
Twin-plate systems typically last significantly longer than OEM single-plate clutches — especially under performance or track use.
Actual lifespan depends on driving style and usage.
7. Does it affect servicing, warranty, or resale?
Servicing: No extra maintenance beyond standard gearbox work.
Warranty: No effect on cars outside Aston Martin warranty. Please check with your specific supplier for non Aston Martin warranties
Resale: A properly documented conversion often enhances value for prospective buyers.
8. Are there any downsides?
• Driveline chatter: Found in around 10–20 % of manual cars, usually only at idle. Easily resolved by raising idle speed ~50 RPM via remap.
9. What additional steps are taken during installation?
We always:
• Update gearbox ECU to latest software
• Perform full actuator & shift-rod learn (“octopus” learn)
• Carry out kiss-point learn for precise clutch engagement
• Complete on-road wear-matrix adaptation for optimum shift quality and clutch life
These steps ensure smooth drivability and maximise both performance and longevity.
10. Buying a car that already has this conversion?
Check:
• Brand and type of clutch/flywheel installed
• Installation date & mileage
• Whether ECU adaptations were performed (gearbox learn, kiss-point, wear matrix)
• Any gearbox/clutch service records
11. What does your installation include?
• Twin-plate clutch
• Lightweight flywheel
• New pilot & torque-tube bearings
• Bleeding and recalibration of ASM system (fresh Pentosin CHF fluid)
• ECU/TCM software update and adaptation
• Test drive & verification
Note: Torque-tube modification not included — required only on some late-model cars (see Section 13).
12. What else is worth doing while the gearbox is out?
• Bearings & seals: Replaced preventatively to avoid repeat labour.
• Underbody inspection: Check suspension, bushings & lines while the driveline is out.
• Client consultation: Any findings discussed before work continues.
• ASM hose upgrade (SportShift): Replace OEM actuator pipes with upgraded silicone lines — the originals are often cracked or porous.
Doing this work at the same time saves labour, reduces future costs, and ensures the car leaves in top mechanical condition.
13. What about post-2014 cars?
Later V8 Vantage models (from approximately 2014 onward) were supplied with a torque tube that does not include the original spacer found on earlier cars.
This means the factory torque tube is not directly compatible with the new twin-plate clutch’s slave cylinder and spacer assembly.
The slave cylinder must sit a precisely calibrated distance from the clutch to maintain correct engagement and ensure software calibrations and shift behaviour remain unaffected.
To achieve this, the seating surface inside the torque tube must be machined back to specification.
At Valiant Ecosse, we stock pre-machined torque tubes and offer a service-exchange programme for customers at additional cost.
Unfortunately, it is not always possible to confirm whether a car requires this modification without removing the flywheel inspection panel and physically verifying the torque-tube design.
