diaphram clutch

[John Friese]

Hello,
I've been told that Amphicar's have a "spring" type clutch, which
is prone to chatter problems. Later clutch designs (including
Triumph) all were of a "diaphram" type. I have a Triumph engine with
a clutch on it. It has 12 fingers coming in from around the edge.
I've been told this is a diaphram clutch. Does anyone have any
experience with converting the Amphicar (or some other car) from a
spring clutch to a diaphram type?

John Friese

 

[David Chapman]

The diaphram clutch is a much better design, Triumph started using it in 1965,
problem is it doesn't work with the Amphicar release bearing, a few people have
used modified release bearings from other cars but it's not something you want
to mess with as it's such a pain to change.

I think Hugh is investgating at the moment having a release bearing custom made
that will allow the Diaphram clutch to be used in amphicar.

David Chapman

 

[John Friese]

Thanks Dave.
I'll give Hugh call and see how he's coming with that bearing. I have
one Amphi with a smooth original clutch and another with a 1500 engine
and a clutch that chatters like crazy. I think I'd rather convert the
clutch to a diaphram type than fight with the old spring type. The
diaphram type is probably better able to handle the increased torque
anyway.

I also have a rebuilt, short stroke, 1296 engine sitting around. I
was wondering if it might be a better balance of torque and RPM than
the 1500. I was really looking for torque to get over the hills
here in California. I've heard that the 1500 has more torque but a
lower red line than the 1147 and shouldn't be run much above 60 MPH
for extended periods. The 1296 has a high red line and shouldn't
have any trouble with speed. My original Amphi with the 1147 runs
perfectly at any speed and I routinely run it at 70-72 MPH on the
freeways, but it's 40 MPH, in third gear, on almost any hills. Any
thoughts on this?

John Friese


--- In amphicar-lovers@y..., "David Chapman" <david@m...> wrote:
> The diaphram clutch is a much better design, Triumph started using
it in 1965,
> problem is it doesn't work with the Amphicar release bearing, a few
people have
> used modified release bearings from other cars but it's not
something you want
> to mess with as it's such a pain to change.
>
> I think Hugh is investgating at the moment having a release bearing
custom made
> that will allow the Diaphram clutch to be used in amphicar.
>
> David Chapman

 

[Bill Connelly]

Re: Re: diaphram clutch

[...snip!]
I also have a rebuilt, short stroke, 1296 engine sitting around. I
was wondering if it might be a better balance of torque and RPM than
the 1500. I was really looking for torque to get over the hills
here in California. I've heard that the 1500 has more torque but a
lower red line than the 1147 and shouldn't be run much above 60 MPH
for extended periods. The 1296 has a high red line and shouldn't
have any trouble with speed. My original Amphi with the 1147 runs
perfectly at any speed and I routinely run it at 70-72 MPH on the
freeways, but it's 40 MPH, in third gear, on almost any hills. Any
thoughts on this?

John Friese

===============

Apart from having once driven Mark Braunstein's Amphicar with a 1500
(1493cc) engine and being altogether surprised with its "beefiness" on the
road compared with my own standard 1200 (1147cc) fare (that we've all
suspected might be the same unit that was later used to power the
"Tickle-Me-Elmo" doll), I have had no real hands-on experience with any
other displacement engine than the standard one that I have. But, I can
tell you that most comments I have heard over the years from those who HAVE
had real dealings with the 1500s have concerned the hunt for mysterious
overheating, vapor lock and other carburation gremlins, if only for a time,
after the larger engine's been installed.

But since you ask for thoughts on the "medium-size" 1296cc engine, I thought
I should offer the following excerpted comment from the "Be a Triumph
4-cylinder expert" website at http://www.rimmerbros.co.uk/pracclass/pc2.html
: "Triumph bored the 1147cc engine to 1296cc and moved the stud positions to
accommodate an eight port cylinder head. 'It's the best engine of the range.
It revs like hell, it's reliable and it's eminently rebuildable.'" (Just
for future reference, this site and some other engine info resources are all
linked on the Club's "Restoration and Repair Resources" page at
http://www.amphicar.com/restoration.htm ).

So anyhow, based on the above comment from folks who presumably know what
they're talking about, it certainly makes that 1300 (1296cc) sound like a
potential "Goldilocks Project" to me, but you might want to hope that
someone REALLY knowledgeable about Triumph engine stuff like David Chapman
chimes in on the List before yanking out whatever unit's in there now.

~Bilgey~