Sticking clutch pedal issues - Tick Performance feels your pain!

[Matt@Tick]

As a new sponsor here on Camaro5, I'm seeing a ton of threads made by folks having issues with their clutch pedals sticking to the floor during aggressive driving. We here at Tick Performance have a very good understanding of this all-too-familiar problem, as it has been happening to all performance-oriented GM vehicles for years. We've totally solved this issue in many other applications (you can even read about our Adjustable Master Cylinder kit for 04-06 GTO in GM High Tech magazine, here); unfortunately there is no 100% solution for the 2010+ V8 Camaro - yet. EDIT: On 7/31/18, we FINALLY released our Tick Performance Billet Adjustable Clutch Master Cylinder Kit for 2010-15 Camaro SS & ZL1 & Z28, which solves all of the issues discussed in this thread.

The cause of the problem: the stock clutch master cylinder simply doesn't flow enough fluid to push the clutch slave cylinder far enough to fully disengage the clutch. This produces extreme heat inside the bellhousing, boiling the fluid inside the hydraulic system (thus introducing air) and causing a faded (or totally dead) clutch pedal. Other side effects include difficulty shifting at high RPMs, difficulty engaging 1st and Reverse while stopped, shortened clutch life and shortened transmission life. We've been seeing this exact issue for years in many applications.

Known Band-Aids for the problem: Notice we say band-aids, not fixes. These items may help your problem, although they won't solve it:

• Tick Performance Stainless Braided Clutch Line (here)
• Lingenfelter Clutch Pedal Return Kit (here)
• Tick Performance Slave Cylinder Shim Kit (here)
• Keeping fluid fresh and free of clutch dust
• Using exotic, expensive aftermarket hydraulic fluid
• We've even seen some reservoir modifications, etc

Unfortunately, these items will only help ease the symptoms of the problem, best case scenario.

There is only one way to SOLVE the problem: by upgrading the master cylinder to move more fluid. Our Adjustable Master Cylinder kits that utilize a bigger bore cylinder have solved this problem in thousands of other GM applications (1993-2002 Camaro & Firebird, 1997-2013 Corvette, 2004-06 Pontiac GTO.)

We certainly haven't given up. Our engineers are still working to design a kit that will work as intended, but we've not gotten anything to build on - yet. I wish I had an ETA on a solution or at least a better idea on a timeline for everyone, but at this point there is no information available. Just know that we're definitely aware of the problem, we definitely know how to solve it, and we're working hard to make an Adjustable Master Cylinder Kit a reality for these cars. EDIT: On 7/31/18, we finally introduced our Tick Performance Billet Adjustable Clutch Master Cylinder Kit for 2010-15 Camaro SS & ZL1 & Z28, which solves all of the issues discussed in this thread!

[c_LoW29]

Welcome,

Are you guys bringing anything to the table for the v-6 community?

[Matt@Tick]

Originally Posted by c_LoW29

Welcome,

Are you guys bringing anything to the table for the v-6 community?

No plans as of now - once we develop the V8 units, we'll evaluate demand.

[steeleshark2]

Originally Posted by Joey@Tick

As a new sponsor here on Camaro5, I'm seeing a ton of threads made by folks having issues with their clutch pedals sticking to the floor during aggressive driving. We here at Tick Performance have a very good understanding of this all-too-familiar problem, as it has been happening to all performance-oriented GM vehicles for years. We've totally solved this issue in many other applications (you can even read about our Adjustable Master Cylinder kit for 04-06 GTO in GM High Tech magazine, here); unfortunately there is no 100% solution for the 2010+ V8 Camaro yet.

The cause of the problem: the stock clutch master cylinder simply doesn't flow enough fluid to push the clutch slave cylinder far enough to fully disengage the clutch. This produces extreme heat inside the bellhousing, boiling the fluid inside the hydraulic system (thus introducing air) and causing a faded (or totally dead) clutch pedal. Other side effects include difficulty shifting at high RPMs, difficulty engaging 1st and Reverse while stopped, shortened clutch life and shortened transmission life. We've been seeing this exact issue for years in many applications.

Known Band-Aids for the problem: Notice we say band-aids, not fixes. These items may help your problem, although they won't solve it:

• Tick Performance Stainless Braided Clutch Line (here)
• Lingenfelter Clutch Pedal Return Kit
• Tick Performance Slave Cylinder Shim (.115")
• Keeping fluid fresh and free of clutch dust
• Using exotic, expensive aftermarket hydraulic fluid
• We've even seen some reservoir modifications, etc

Unfortunately, these items will only help ease the symptoms of the problem, best case scenario.

There is only one way to SOLVE the problem: by upgrading the master cylinder to move more fluid. Our Adjustable Master Cylinder kits that utilize a bigger bore cylinder have solved this problem in thousands of other GM applications (93-02 F-Body, 97-08 Corvette, 04-06 GTO, etc) but in 2009, GM changed the way the computer monitors the clutch master cylinder, making it impossible to use our kit as designed. This leaves 2009+ Corvette owners, 2009 G8 GXP owners and 2010+ V8 Camaro owners without a solution for the time being.

We certainly haven't given up. Our engineers are still working to design a kit that will work as intended with the stock computer, but we've not gotten anything to build on - yet. I wish I had an ETA on a solution or at least a better idea on a timeline for everyone, but at this point there is no information available. Just know that we're definitely aware of the problem, we definitely know how to solve it, and we're working hard to make an Adjustable Master Cylinder Kit a reality for these cars.

[GTAHVIT]

subscribed.

[calbert1999]

It eludes me to why GM would be aware of this issue for so long and NOT resolve it.

[Kenji]

Identifying the root cause is the first step. Thank you!

[Matt@Tick]

Thank you guys for the kind words thusfar.

Originally Posted by calbert1999

It eludes me to why GM would be aware of this issue for so long and NOT resolve it.

GM doesn't resolve the issue because they're the very cause of this issue. By using an inefficient, sluggish clutch master cylinder, they eliminate the possibility of these cars being powershifted in stock form; thus greatly lowering the chances of replacing major driveline parts under warranty.

If you can't shock or abuse the driveline by aggressively shifting the car, it's much harder to break axles, rear ends, driveshafts, etc.

[pnyklr]

Originally Posted by Joey@Tick

GM doesn't resolve the issue because they're the very cause of this issue. By using an inefficient, sluggish clutch master cylinder, they eliminate the possibility of these cars being powershifted in stock form; thus greatly lowering the chances of replacing major driveline parts under warranty.

If you can't shock or abuse the driveline by aggressively shifting the car, it's much harder to break axles, rear ends, driveshafts, etc.

I'll be the first to ask the question based on this statement. Does this "fix", when available, void the power train warranty?

-Funk

[Matt@Tick]

Originally Posted by pnyklr

I'll be the first to ask the question based on this statement. Does this "fix", when available, void the power train warranty?

-Funk

You'll have to check with your salesman on that - warranties vary so much from dealer to dealer, we're hesitant to make any claims on them at all.

[pnyklr]

Can you go into more detail regarding this statement?

"computer monitors the clutch master cylinder"

-Funk

[Matt@Tick]

I can elaborate somewhat, but since I'm not on our engineering team, I can't be incredibly specific.

Our Adjustable Master Cylinder Kit allows you to adjust the amount of fluid your hydraulic system flows by adjusting the pedal height up and down.

On the earlier GM models, the computer could only tell when the clutch was fully up or fully depressed because they had a cruise control switch and a clutch safety switch, which were adjustable so that contact could be re-established even if the pedal is slightly shortened after install of our kit (which is common).

Unfortunately, the 2009+ Corvette, 2009 G8 GXP and 2010+ V8 Camaro computers read the clutch pedal position much more precisely, for example the computer can tell if the clutch is 38% depressed. Since it's common for our kit to lower clutch pedal height (sometimes significantly), it's impossible to install a kit like ours and keep proper function of the vehicle.

We are working on a solution, and I'll certainly pass along more information as soon as it's made available to me!

[pnyklr]

Is the computer controlling flow based on the position of the clutch?

-Funk

[ducatisl]

Originally Posted by Joey@Tick

...the 2009+ Corvette, 2009 G8 GXP and 2010+ V8 Camaro computers read the clutch pedal position much more precisely, for example the computer can tell if the clutch is 38% depressed.

Yep, ran into that when installing a 2-step: Had to install a programmable TPS switch on that CMOS signal wire coming from this odd OEM clutch switch just to act like a...#$%@$ clutch switch!

Originally Posted by Joey@Tick

We are working on a solution, and I'll certainly pass along more information as soon as it's made available to me!

Glad to see Tick engineering solutions for 5th gens. All my 4th gen friends use your products and it kinda makes me jealous they have such good options!