I'm running the RPS clutch / Tilton setup that Specialty Z sells, but if I had to do it again I'd go with the Z1 delete. The fact that, if anything fails again, the parts are outside the transmission makes it really attractive.

This is the reason I went with the Z1 kit. I installed it June 2014 and have put ~12K miles on it since.

What are your thoughts on your clutch setup, bite, feel, etc. I can't seem to find enough feedback from members on differ nt clutch setups.

Thanks!

If you get a good one, it's a good clutch. The problem is that you have to deal with Specialty Z to get it. Going with a Specialty Z setup over the just as good Z1 or ZSpeed setup cost me an additional 4 weeks of downtime and a rental car. Probably cost me an additional $1500 all in between that, labor and parts they told me were the problem when it ended up being their defective product. If I had to do it again they wouldn't get a dime of my money.

This is a good thread. I was asking this question over here and facebook group a couple weeks ago since I need to replace my CSC asap. But unfortunately didn't get much feed back.

But here is what I've learned so far. Hope it helps.

Z1 kit:

1. Not so many people have them. But from those who have the Z1 kit they all very happy with it. No issues or what so ever.

2. It's a "new" design(well not really new) that get rid of the traditional CSC on our 370z completely. Seems pretty promising. And if anything goes wrong, you don't have to drop the tranny since it's mounted outside which will save lots of labor.

3. It's $100 more than the ZSpeed HD CSC tho.

4. It's bit more complicated to install than the ZSpeed CSC since the ZSpeed CSC is a direct replacement of the OEM CSC.

5. From what I understand, the z1 kit is not universal which means you have to tell Z1 what clutch kit you have. For example, JWT, Southbend DXD, ACT, OEM... So if you have Specialty Z clutch/fw on your car you might out of luck.

6. Since this kit is mounted outside the tranny, it's not compatible with BP turbo kit if you are going to this route.

ZSpeed HD CSC kit:

1. Most people on here are using the ZSpeed HD CSC kit. It's out there for 4-5 years and very popular. Among the people who have it, most of them are happy with it. However, I do hear people had bad experience with the ZSpeed kit. I know 3 cases. So someone brought Joe from ZSpeed onto my thread. Joe told me he has sold around 400 units and only had 3 bad examples. Among the 3, one didn't tighten the bolts and the other 2 didn't change the master cylinder at the same time.

2. It's $100 cheaper than the Z1 kit.

3. It's easier to install since it's a direct replacement.

4. The ZSpeed kit doesn't have any compatibility issue.

So here are the Pros and Cons I've learned so far. I ended up ordering the ZSpeed kit. But it's up to you to pick whichever kit suits you the best.

Thanks for posting that man. Im still up in the air on this.

The HD slave cylinder was the first solution to the OEM CSC problem. The delete imo is the best option.

I have to chime in here and mention that just because you do a conversion kit that changes the slave to external doesn't mean you will never have to pull the trans again, There will always be the very small chance this could happen with either set-up. Much like our HD Hydraulic Bearing a delete kit still has a Release Bearing inside the bell housing.

The problem with the spec clutches that we have seen are that the set-up heights are all over the place, When the clutch sets up too high it bottoms out the slave bearing which in turn overheats the release bearing making it burn up, Much like if you were to partially push the clutch or ride the brakes the entire time you are driving the car it can over heat them, This will cook any throw out bearing to death. If you cook the bearing it will eventually cook the grease in it and make noise or lock up, On a CSC when it locks up it takes the seal with it, Either way with a CSC or Regular release bearing you are pulling the trans to repair. The good part of this is it is not an issue with a properly set-up clutch.

This is a wear item just like any other release bearing, When the clutch is worn out or trans is pulled it should be replaced, We offer our bolt in rebuild kit at a greatly reduced cost to the new unit, So once you buy the first kit if you ever have to change the clutch again (again, not likely you will have to unless you are really hard on clutches) you can contact use for a rebuild at a much lower cost than the entire kit.

Our HD CSC has been a trooper, We have it in track cars, Drift cars, World Challenge Race Cars and many many street cars 4 years and counting.

We would also like to mention that Southbend clutch now includes our HD CSC with all their 350Z/G35 HR and 370Z/G37 VHR clutch kits starting Feb 1st

With any product, esp one as popular and as public as our HD CSC has been of course you are going to see a few failures, and with forums in the mix, you are most likely going to hear about every one of them. There is no reason to be scared of a CSC, They are used in almost all race cars and in probably 95% of all newer production cars, Unfortunately Nissans OEM CSC is plastic and sucks :ugh2:

We spent a good amount of money and time 2-3 years ago designing a release system using mostly factory parts and a properly designed front cover to work correctly with the HR/VHR transmission input shaft bearing size. We just liked the CSC better at that point for cost, ease of installation and operation or we would have gone into production on it. This doesn't mean there won't ever be a external release system from us though....
http://photos.zspeedperformance.com/...rdsize=640x480
http://photos.zspeedperformance.com/...rdsize=640x480

On a positive note
Our HD CSC unit weighs in at 1.5lbs.
Lower cost comparatively.
Does not increase pedal effort or make the release point higher than stock.
Bolts easily in factory location
Very Universal, Works with just about any clutch
Self adjusting, Never needs adjustment
One moving part


Any issues with our HD CSC from the very early units were addressed and modified to make this one of the best options out there.
We 100% stand behind our products and will always be available to help with your questions any way we can.

07-08 350Z and 07-08 G35 Have the same clutch and slave set-up as the 370/G37 cars.
Only the early DE models 03-06 Z/G had an external type slave, those early cars were the ones with trans syncro issues IMO related to a improper/incomplete release of the clutch, In 03-04 they had a weak clutch fork which flexed a lot causing poor clutch release leading to the syncro issues.

Again, great information here! Thanks Joe!:tiphat: I can't wait to put on the Southband clutch and ZSpeed CSC!:tup:

Thought i'd post my results here:

After speaking with zspeed and z1motorsports I decided on the zspeed HD to go along with my ACT HD Clutch.

What turned me off about the delete is the recurring need to re-adjust the cluth throughout the life of it.

No issue so far. You WILL need a new master cylinder. It is recommended you buy the master for the 370z due it having a problematic damper deleted unlike the G37 version (drive a 37). I'm happy so far and back on the road with much more pedal stroke than before.

Thank you for all your help Joe..I believe we spoke on the phone serveral times. Greatly appreciated.

Question tho. If I have zspeed CSC installed, next time when I change the clutch again for some reason, all I need is a less costly ZSpeed rebuild kit correct? Where can I order this kit? I don't see it on the ZSpeed website tho.

You can call us to order the rebuild kit if needed. We don't list them on the site.

Yep I say give Joe a call...looks like czp sells it as well https://conceptzperformance.com/Cart...n.php?II=12914