ACT Triple Disc HD/SI Race Clutch Kit

The ACT T1R3-T01 is not a street clutch and not a bolt-in for a stock Supra. It is a 7.25 inch triple disc, sintered iron race clutch that ACT developed for one specific drag and race combination: a 2JZ-GTE engine bolted to a G-Force transmission through a Quick Time bellhousing, released by a Tilton hydraulic bearing. If you are building a high-boost 2JZ car on that driveline and your current twin disc is slipping on the top end, this is the kit ACT built for it.

What a triple disc clutch does on a 2JZ race build

Big single-turbo 2JZ engines make torque that no factory-diameter single disc can hold, and a small race clutch is what lets the drivetrain spin up quickly between shifts. ACT solves both problems by stacking three small 184 mm sintered iron discs with two floater plates between them. Three discs give six friction faces, so clamp load is multiplied without growing the diameter. ACT rates this kit at 1164 ft-lb of torque capacity, measured at the crank.

Sintered iron is ACT's highest-torque race friction and it tolerates extreme heat, which matters on back-to-back passes or transbrake launches. The tradeoff is engagement: ACT describes it as quick and predictable with light to moderate pedal effort, but with more gear rattle, and the rigid design can add spline wear. Every T1R3-T01 ships with a CNC-machined, dynamically balanced flywheel, the pressure plate, three discs and two floaters, plus M10-1.25 x 25 mm flywheel bolts. The assembly meets SFI Specification 1.2, which many sanctioning bodies require.

Symptoms that mean your 2JZ has outgrown its clutch

• RPM flare on the top-end shifts once boost comes in, even with a fresh twin disc
• Slip that shows up in the data log as engine speed running away from driveshaft speed
• Discs glazed or blued after a few passes, or the engagement point drifting as the clutch heats
• A power target that is past the rating of the clutch you have now
• Chatter or judder from a heat-damaged flywheel face after repeated launches

How to confirm before you buy

Rule out the release system first. A Tilton-style hydraulic bearing that is not getting full stroke, or a line with air in it, can cause drag and missed shifts that look like clutch trouble. Check that the bearing setup gap is correct and that the master cylinder delivers full travel. Then compare the slip with your boost and timing log. If the clutch only slips at peak torque, you need more capacity, and a triple disc is the next step up from a twin. If you are still running a factory-style gearbox, look at a twin disc like the McLeod RXT 1200 HD for the 2JZ-GTE or the Clutch Masters FX850 twin for 2JZ to T-56 swaps instead. Our manual versus automatic repair cost guide can help you budget the job.

Fitment

ACT lists this kit as an engine swap application: 3.0L inline-six 2JZ-GTE to a G-Force transmission with a 1-1/8 inch, 26 spline input shaft. It was developed around the Quick Time bellhousing RM-4031 used without a block plate and the Tilton 60-4420 hydraulic release bearing. A different bellhousing, a block plate, or another release bearing can change the bearing stack-up and the clutch will not release correctly. It will not fit a stock W58 or V160 Supra without that driveline. Match your bellhousing and bearing part numbers, and send us your parts list before ordering if anything differs. More clutch kits are in our rebuild kits department.

Install notes

• ACT tells installers to inspect the hydraulics, bearing free travel, rear main seal and transmission seal before fitting a new clutch, and to fix any oil leak first.
• Clean the flywheel and pressure plate faces with solvent. An oily face causes slip and judder on a sintered disc.
• Lightly grease the disc splines and slide each disc onto the input shaft to confirm it moves freely before assembly.
• Stack the discs and floaters in the order supplied, center them with an alignment tool, and make sure the pressure plate sits on its dowels before tightening.
• ACT's torque chart lists M10 x 1.25 at 50 ft-lb (68 Nm). Use thread locker on the flywheel bolts and tighten in a cross pattern.
• Replace the pilot bearing if your combination uses one; a pilot bearing puller gets the old one out without damaging the crank.

Will this fit my stock Supra with the W58 or V160?

No. ACT developed the T1R3-T01 for a 2JZ-GTE paired with a G-Force transmission, Quick Time RM-4031 bellhousing without a block plate and a Tilton 60-4420 hydraulic release bearing. Factory gearboxes need a different kit.

Can I drive this clutch on the street?

ACT recommends it for high horsepower race use only and says it is not intended for street driving. Expect quick engagement, extra gear rattle and more spline wear than a street clutch.

What comes in the kit?

A pressure plate, three sintered iron discs, two floaters and a CNC-machined, balanced flywheel, plus M10-1.25 x 25 mm flywheel bolts. ACT notes some triple disc kits also include a pilot or release bearing, so check the box before you order those separately.

How much torque will it hold?

ACT rates the T1R3-T01 at 1164 ft-lb of torque capacity, measured at the crank.

Is it SFI approved?

Yes. ACT states its triple disc kits meet SFI Specification 1.2. Modifying the pressure plate or discs voids the SFI certification and the warranty.

What input shaft does it need?

The discs are 7.25 inch (184 mm) with a 1.125 inch, 26 spline hub to suit the G-Force input shaft.

• Automatic vs Manual Transmission Repair Cost