As far back as the first media test drives of the MT, drivers have been commenting on the sloppy feel of the clutch with no fixed or precise friction point. I think I have found the source of this issue.

From the Jag service documents: "The lower HP (high pressure) pipe section comprises a flexible hose and a hydraulic adaptor, which passes through a sealed hole in the transmission housing and provides the connection between the flexible hose and the clutch slave cylinder with quick release connectors. The hydraulic adaptor contains a peak torque limiter to prevent instant clutch engagement if the driver accidentally releases the clutch pedal quickly to prevent damage to the driveline components."

Next up, I'll order one of these units and will work with Zeckhausen Racing to develop a solution for this problem. Zeckhausen developed the Clutch Delay Valve delete that a lot of BMW tuners use.

My solution to avoiding driveline damage is to not accidentally release the clutch quickly. I haven't done that since I was 16.

 

Keep us informed. I've had to adapt my takeoffs to the unusual clutch characteristics but would love to return to a normal clutch feel. I guess the delay valve is for clutch 'klutzes'.

 

The clutch feel is orders of magnitude better than that on my C30, but that doesn't mean it's not worse than my that of my first cat, a 1966 Volvo 122S. For the record, it is. Also worse than a 1976 Toyota Corolla SR5, with which I learned to drive. (Yes, the first car I owned was older).

These delay valves allow them to get away with more fragile drivelines. <unhappy face>

 

What an insult!

The offending part is made by (or for) Volvo.

 

Safety first!

 

And when you were 16, it wasn't "accidentally".

 

Yes sir, it was! Purposefully, I release it quickly on a daily basis. Jag doesn't claim that could be damaging.

 

Volvo? V-O-L-V-O? As in: owned by the Chinese company Zhejiang Geely? The more I read in these threads, the more I am leaning back towards the good old ZF auto-8-speed.

 

I'm not sure what your point is. If it's the foreign ownership, then best skip Jaguar. Moving on ...

There are a couple of things going on here:

1) The ZF 8-speed automatic is very, very good.
2) The 6-speed manual is not perfect.

Yes, I wish the clutch feel was more like the Old Days. No, I'm not sorry I got the manual transmission. There are aspects that could use a little improvement, but I think that's a pretty universal statement.

 

+1.

The F-Type driving experience for me with the MT is far better than that of the AT despite the AT's performance superiority. On my 2002 MINI, they didn't get it completely right either, but with the eventual addition of a short-shifter, LSD and a closer ratio gearbox, I made it great. The F-Type MT can be made right as well. It will just take me a bit of time. Lot's of aftermarket vendors willing to assist (Fidanza, Zeckhausen, ClutchMasters, etc.)

 

I hope you're right about that. My concern relates to the difficulty for aftermarket vendors in making rational business cases for F-Type parts development, given the very low production numbers of these cars. This ain't no ubiquitous Mini, or BMW, or Corvette . . .

On the other hand, you might get lucky if aftermarket parts developed for more common makes can be adapted to the F-Type.

 

Agreed. This is exactly what I am shooting for. It is expected that the short-shifter can be adapted from a 135i kit, and the peak torque limiter (PTL) will be a modified OEM unit. Unfortunately, there is still a 50/50 likelihood that the tranny will need to be removed from the car to swap out the PTL. If it does, then I will have a competition clutch builder custom build a 450+lb-ft clutch to install as well.

 

Looks like the fix is to remove the offending part and replace with a regular section of pipe or hose. Maybe a local shop can supply a hydraulic hose with the correct fittings? Looks like the ptl is just a restricting valve...

 

The bleed valve, though, needs to remain in place to bleed the system. There is a possibility that the unit can be disassembled and the check valve (ball and spring) removed. This would leave an entirely stock looking system.

 

Question for you Bro. I saw within you initial post, Zeckhausen Racing. They are in NJ. I met Dave several times when I had my BMW M5 S3 DINAN package car.
Do you reside in NJ ?
PS ... Dave is a good guy.

 

No, I'm in MD. I know of Zeckhausen by reputation. He was the one that came up with the solution for the BMW clutch delay valve that lots of folks were grumbling about. Dave's been extremely willing to help on this issue with the torque peak limiter (same type of device, different name).

 

Is the valve not a standalone part?

Patent US7556133 - Pressure controlled clutch peak torque limiter - Google Patents

 

Nope. In the picture above, the rubber cap on the right side of the TPL body covers the bleeder valve.

 

Will our clutched wear prematurely because the pressure plates are not fully seated when we apply torque?

 

Yes. That was a common common complaint among the bimmer drivers.