Welcome to the internet home of ClutchTamer, we are changing the game on choosing a clutch!

Is your car hard to launch consistently? When launching with a manual transmission, every car/clutch combination has it's own "sweet spot" in the clutch pedal's release travel. That's the spot in pedal travel where the clutch hits just right, and slips a perfect amount to efficiently launch the car. Below that sweet spot the clutch doesn't grab hard enough, allowing it to slip too much which may damage the clutch. Above that sweet spot the clutch grabs too quickly, causing it to either bog the engine, spin the tires, or breaks parts. But in between those two extremes, there lays a perfect "sweet spot" level of slippage that doesn't either damage the clutch or bog the engine. Adding a ClutchTamer makes it easy to hit that sweet spot consistently, it also gives you control over how long the pedal stays in that sweet spot. You will be able to enjoy consistent dead hook launches, and without the instant torque multiplication from a torque converter to deal with, the initial hit is actually softer than the automatic but that softer hit lasts longer. Add to that the fact that a slip controlled clutch can get that softer launch at a much higher rpm than an automatic. Launch rpm is basically stored energy, and the engine has to make the energy that it takes to spin up that rotating assy. A slip controlled manual allows spinning it up much higher prior to the start, which makes more power available to accelerate the car when the clocks are running. Much like raising stall speed can make an automatic car quicker/faster and more consistent, controlled slipping of a clutch can make your car quicker/faster, more consistent, and far less likely to break drivetrain parts! And you won't need help from a "clutch guy", you will become your own clutch guy!

ClutchTamer Initial Setup & Tuning Guide- CLICK HERE

NEW ClutchTamer Article in April 2019 Issue of NMCA/NMRA's Fastest Street Car Magazine!!!

"CLUTCHTAMER HELPS MANUAL-TRANS MACHINES FLY" is how Fastest Street Car Magazine describes it's April Top Tech story. In a 5 page feature article inside, they also review some of the racers that are using it. CLICK HERE to check it out!

Our New "HitMaster" In-Line Hydraulic Clutch Hit Control System!

We've been working on a clutch hit control system specifically for cars with a hydraulic clutch releases. At the heart of our system is our patent pending adjustable "HitMaster" valve, which installs in-line between the clutch master cylinder and slave cylinder. Simple hose connections make it ideal for most any car or truck that uses a hydraulic clutch release system. Easily hidden, this version is ideal for owners that want a hassle free instant/efficient launch that's also easier on drivetrain parts!

The HitMaster makes it easy to precisely dial-in your clutch pedal's hit point. This allows you to instantly and consistently hit deep within your clutch's "sweet spot" zone for a nice crisp/controlled hit. There are other in-line hydraulic launch controllers on the market for softening the hit, but our HitMaster is the first with an adjustable hit point, also the first that doesn't hurt your reaction time!
CLICK HERE to check it out!

NMRA Coyote Stock / Factory Stock Rules Update- The ClutchTamer is now specifically legal for use in both Coyote Stock and Factory Stock.
At right, you will see a copy of the NMRA's rules clarification release concerning manual trans clutch controls for both Coyote Stock and Factory Stock classes.

ClutchTamer use in those classes had been somewhat of a secret for a few years, but with the recent press release the cat's now out of the bag. Back in 2015, last year's season champ Jacob Lamb was the first Coyote Stock racer to secretly experiment with the ClutchTamer (he labeled the delay knob "HOOD" to make it look like a hood release). Factory Stock racer Dan Ryntz ran an automatic in 2017, but for 2018 he switched to a manual trans with the clutch controlled by a ClutchTamer. So far the results are that he has won 4 out of 5 events in 2018, and was runner-up in the only event he did not win! Last 3 races alone he has took home checks totaling $14,700, also locked up the 2018 season championship with one event left on the schedule! Charlie Booze Jr won the Coyote Stock side of last weeks event, and both these ClutchTamer customers went on to win against the NMCA at the 2018 NMRA/NMCA Super Bowl Showdown!

Coyote Stock's sister sealed engine class in the NMRA, "Chevrolet Performance Stock" (CPS), has nearly identical rules for their manual trans cars, but so far their rules have not specifically addressed use of the ClutchTamer. We do know of CPS racers that are currently using the ClutchTamer.

The UMTR (United Manual Transmission Racers) still does not allow the ClutchTamer. A few years ago we sent an early version to a UMTR racer for evaluation. He asked tech if he could use such a device, but was told it would NOT be allowed. Seems it's because UMTR believes the ClutchTamer could be used as a delay device.

The BC Super Shifters rule book does allow "approved damping systems" for non-SoftLoc clutches and clutchless transmissions, but no adjustment is allowed after the burnout box.

The Rocky Mountain Stick Shifters rules now specifically allow the ClutchTamer.

Tired of switching your Soft-Loc style clutch back and forth between "street" and "strip" settings? We've got a fix that's quite a bit easier on the transmission, especially if you are shifting it clutchless.

The fix involves removing all the clutch counterweights, adding enough clutch base pressure to control clutch slippage in high gear, then using a slip device like our ClutchTamer to dial in the hit at the track. This enables you run your "race" clutch settings on the street/highway, with no more worries about low rpm clutch slipping when you get into the throttle during casual driving. As a bonus, you will also be able dial in the "hit" of your clutch right from your driver's seat.

This setup actually performs even better at the track. With conventional slipper clutch tuning using counterweight, you are always trying to balance having enough clamp to hold in hi gear against getting the clutch to slip enough during launch. Those two things have always been tied together in the past, but adding a slip device effectively separates them. By ditching the counterweight and adding a slip device to control the hit, you can get that soft launch at a much higher rpm while still having enough clutch to hold in high gear. Launch rpm is basically stored energy, and the engine has to make the energy that it takes to spin up that rotating assy. It's better to spin it up prior to the start, which makes more power available to accelerate the car when the clocks are running. If you try that with a conventional slipper clutch, the centrifugal assist will hit too hard and that added launch rpm energy just gets wasted in excessive wheel spin or broken parts.

If you are shifting clutchless, switching to this setup will get you much softer shifts than what you have now. Conventional slipper clutch clamp pressure is much higher at the shift point, as that centrifugal assist is hitting the input shaft much harder than it needs to (on cars with data recorders, that shows up as an instant wheelspeed spike just after a clutchless shift). A softer hit after the shift results in less energy being wasted as instant wheelspin, making more energy available to accelerate the car.

Real World Experiences...

Most of our ClutchTamer customers are racers who would rather "fly under the radar" to maintain a competitive edge, but once in a while we get a customer that's willing to share their ClutchTamer experience...

Here's some recent feedback from the owner of a 900whp F1A Procharged 347 powered '91 Mustang equipped with a Mcleod RXT 1200...

"I'd like to say that once I installed your clutch tamer on my mustang it was night and day. In six passes I went from a 1.8 to a 1.3 60 foot time!"

Greg Hoffmann

Here's a note we received from a hard working NMRA Coyote Stock racer...

Love your product!

I too was using it "not so secretly" and was very happy when it was formally legalized!

I bought mine back in 2016 and have gone to 2 finals in Coyote Stock this year already.

Qualified #2 at the Bowling Green and Columbus events.

Currently sitting #3 in points. Thanks!

Clair Stewart II
NMRA Coyote Stock 3444

UPDATE- Clair Stewart went on to become the 2019 NMRA Coyote Stock Season Champ!!!

Here's a link to a Drag Week article written by Andrew Starr, Hilborn's EFI injection specialist.

His goal was to complete the 2016 Drag Week, but his '56 Chev had a problem...it's Hays Dragon Claw dual disc clutch had the holding power needed for his Hilborn EFI injected 565 BBC, but that holding power was hitting his G-Force GF5R transmission so hard it was ripping the teeth off his Dana 60 gearsets in just a few passes. A couple days before he was scheduled to leave for the first race in Columbus, Andrew decided to try the ClutchTamer.

Shortly after completing Drag Week with no broken drivetrain parts and a 2nd place finish, An extremely happy Andrew called to let us know that our ClutchTamer had saved his Dragweek!

Here's the link...
a recap of the 2016 Hot Rod Drag Week experience by Hilborn’s EFI Specialist Andrew Starr

Thanks for the feedback Andrew!

OST Dyno's Micah Doban sent us some ClutchTamer feedback from one of their turbo builds that had finally made it to the track. The IRS equipped 2012 Challenger features a rear mount and he had concerns about keeping the IRS healthy while trying to launch the 1000+ rwhp full weight Challenger at the dragstrip. This is the very first Gen 3 Hemi 6SPD car to go 9’s and is currently the only single power adder car to do so. Best pass was 9.88 in the heat. The car had more in it but it was time to return it to the customer. Here's a link to an article on the car from BangShift.com... OST Dyno 1000hp 2012 Challenger build

Hi Grant,

We purchased a ClutchTamer from you about a month ago and have since got it installed and to the track. I know from personal experience that not many people tend to leave good reviews; just bad ones. But I wanted to get back to you and just say “WOW!”. What a cool and simple device. We will be putting one in every manual car we race from now on. I honestly wish we had heard about this sooner!

Again, great product and we will definitely be purchasing more.

Thank you,
Micah Doban | OST Dyno

Here's a bit of a testimonial we snagged from a public stickshift forum. These guys usually want to fly under the radar and maintain a competive advantage, so it's rare to hear one of them mention the ClutchTamer in public. The UMTR (United Manual Transmission Racers) rule makers maintain the position that the ClutchTamer is a device that can be used to manipulate reaction times, and have decided that it is not legal for at UMTR events...

I'm 500 RWHP with a power grip HD clutch, dog ring G Force T5, leave at 6400 RPM and now 1.35 60' times (1.35 60', 10.20@134 at 2985#)... Thanks to ClutchTamer.

No way my combo would live like it does without it.

Now If we could just get the UMTR rules to accept what it is and does, I would come back to run with you all some.”

Bob Meyer
‘84 Capri 2.3 Turbo

What is the ClutchTamer ?...

...A small hydraulic cylinder that takes much of the inconsistent human element out of precisely controlling your car's clutch pedal. It's adjustable for exactly where in the clutch pedal's travel that it becomes active, and adjustable for rate of release from that point on. The cylinder has characteristics similar to those of a 90/10 shock, pulling it's rod out is easy, only the return stroke of the cylinder is controlled. Because the ClutchTamer attaches to the clutch pedal itself, it works equally well on both hydraulic and mechanical clutch release systems/linkage.

With our ClutchTamer installed, only the final part of clutch pedal's release is slowed down, not the whole release cycle, while the rest of the clutch pedal's travel works like normal. If you are using the clutch pedal during shifts, the slipper will soften drivetrain shock during the gear changes as well. Casual driving is NOT affected, no need to dis-connect the ClutchTamer for daily driving.

The Clutch Tamer slip controller allows you to choose a clutch with more capacity than you would normally choose. Typically that clutch would be too aggressive, but the addition of the first stage of the slip control provides the ability to apply only partial pressure initially, allowing slip. The second stage allows additional pressure to come in over time to insure lockup farther down the track.

The most surprising thing that you will realize with the ClutchTamer is how much more power you will be able to put down without breaking parts!

On the right is pictured an installed Universal Underdash version of the ClutchTamer. It features independently rotating mounting tabs on each side of the dash bracket, popular with the Muscle Car customers that doesn't want to modify their mint original dash.

How does the ClutchTamer work?...

...As the clutch pedal is depressed, it pulls the rod out of the attached ClutchTamer's cylinder. When the clutch pedal is released the pedal then returns completely unrestricted, until the point that the "initial hit" dial on the cylinder's extended rod contacts the dash bracket. From that point on, the rate of clutch pedal release is controlled by an adjustable orifice inside the cylinder. As the rod slowly retracts back into the cylinder, the rate of retraction is adjusted by simply spinning the cylinder's shaft "inward" (clockwise). We attach a knob to the end of the shaft to make the adjustment quick and easy.

Below is our "Universal Underdash" version of the ClutchTamer installed on a typical lower dash/pedal assembly. Attaching the dash bracket requires drilling (4) 1/4" holes, but the pedal bracket installs by simply sliding onto the pedal and securing with a clamp bolt.

We also have versions that install thru the dash for a more integrated look.

Also available are both star shaped and bar style knobs.

How is the ClutchTamer adjusted?...

We use a simple dial type adjustment with an internal detent that is typically located within easy reach of the driver's seat. You can dial in more/less "initial hit" of the clutch without even unbuckling your belts! Here's a pic of the dash adjuster dial assembly. It features a notch milled into the threaded rod, while the inner "Initial Hit" dial uses a steel ball style detent that's pre-loaded with a simple o-ring to keep the dial from free spinning. We now have a sliding detent feature for the "delay" setting as well, insuring that the delay setting does not wander over time...

The below graphs show "Psi" data recorded from a hydraulic throwout bearing, while using one of our ClutchTamer cylinders to control the release of the clutch pedal.
...The 1st graph below shows a range of incrementally increasing amounts of "initial hit" (controlled by the ClutchTamer's inner "initial hit" dial), basically giving you the ability to instantly release the clutch pedal to a precise point in the pedal's travel. This is important because it gives you the ability to temporarily withhold or "dial out" excess clutch clamp pressure, which would otherwise pull the engine down and cause a bog.
...The 2nd graph below shows a secondary range of pedal release rates (controlled by the ClutchTamer's outer "delay" knob). This gives you the ability to precisely and independantly control the clutch pedal's travel rate beyond the "initial hit" point, which is important because it gives you the ability to separately control how long the clutch slips...


The ClutchTamer is a very effective tool for eliminating a dead-hook bog. Adding air pressure and adjusting the chassis to gain wheelspeed can be effective if you run bias slicks, but you will be basing your consistency on a huge variable. How do you predict how far down the track you are going to spin your tires? You might get it right on occasion, but track temps, starting line condition, or even a change of lanes can throw your game off. Bogging or spinning with an occasional perfect run in-between, it's no wonder guys get frustrated to the point of switching to an automatic. Our solution of dead hooking combined with controlled clutch slip is an option that can be much more predictable.

ClutchTamer Initial Setup & Tuning Guide- CLICK HERE

Pictured above is our NEW Muscle Car Style Universal Dash Bracket, which is included in our ClutchTamer Muscle Car Kit. This single tab dash bracket's small size looks a lot like an underdash "choke" or "vent" knob, as our sliding detents are hidden behind the bracket. The attachment holes are 1/4" on a 2" spacing. The bracket's "bend line" is partially severed, making it easy to adjust the angle of the bend for ideal geometry. This makes it possible for the bracket to adapt to a wide range of vehicles, especially those with metal dashes. After the install geometry is finalized, the bracket is removed and the severed bend line angle is then locked in by filling the severed line with a weld bead. If the customer does not have a way to fill in the line themselves and are in a hurry, a local muffler shop should be able to do it for a small fee. If the customer is not in a hurry, they can send it to us and we will do it for free. After welding/painting, our Delrin slide/detent bushing can be snapped into the bracket for final assembly. You can specify either a 3" or 4" cylinder stroke length, custom stroke lengths also available for no extra charge.



ClutchTamer Universal Kit (minor fabrication required).........….............$199

ClutchTamer Muscle Car Kit (dash bracket assy pictured above)……...$199

'79-'93 Mustang below-dash 2" offset E-Z install ClutchTamer...…........$199

Application specific '87-'89 Mustang in-dash ClutchTamer...……...........$199

Application specific '90-'93 Mustang in-dash ClutchTamer......…...........$199

Application specific '94-'04 Mustang in-dash ClutchTamer...……...........$199

Application specific '86-'91 Mazda FC RX-7 in-dash ClutchTamer….....$249

COMING SOON!!! More application specific dash and clutch pedal brackets to make your installation a snap!

NEW! ClutchTamer Universal Version Install Guide…..(fabrication required)

NEW! ClutchTamer Musclecar Version Install Guide....(under dash version)

NEW! ClutchTamer '79-'93 Mustang Install Guide….....(under dash version)

NEW! ClutchTamer '87-'89 Mustang Install Guide...…........(in-dash version)

NEW! ClutchTamer '90-'93 Mustang Install Guide...…........(in-dash version)

NEW! ClutchTamer '94-'04 SN95 Mustang Install Guide…..(in-dash version)

Our "Shop Mule" doing some ClutchTamer development work back in 2010 on radials.

If you have any questions or would like to place an order, click here to e-mail us or call 360-391-1208