Personally I think the W boxes are a waste of time & money. They're the lowest priced manual conversion going, but surely anyone who converts an SC or an LS to manual is going to want more power afterward. So they'll be turbo'ing or supercharging, and that's when a W58 will pack it in.
I think a lot of the W boxes get a bad rep. because of poor alignment issues and beccause a lot of the ones people use are high mileage, and not so much because they're not a good design... Up to a point, and it depends on which W box you get. They're not all built the same. Some have steel center plates and others don't, and that seems to make a big difference in power handling.
I think sleeving the master works really well - maybe even better than boring a conventional slave. I just finished sleeving down the master in my Ferrari from 7/8" to 5/8" and the OS Giken triple with metallic linings really drives sweet now. I've overbored the Supra's slave cylinders by the same amount, but didn't have nearly as satisfactory results as with the Ferrari clutch. Obviously with a hydraulic release setup, modifying its bore after the installation isn't an option, and that's why I worked on the master side for the Ferrari.
I've considered boring the clutch masters, but what happens if it fails? where do you find replacement parts? A big part of what I'm trying to do that no-one else is doing, is using as much off the shelf, redily available replacement parts for this swap. That way upkeep is easy, simple, and affordable as possible. So, I'm going to do a compromise like my friend at daft innovations uses.
http://www.helladaftproducts.com/images/DSCN0662.jpg
http://www.helladaftproducts.com/images/DSCN0666.jpg
If someone has a s13 of s14 I can just provide these lol..
but on a more serious note, It 's easy for me to make this style of adaptor for the cnc or willowood clutch masters. Albeit it's not a off the shelf solution, but if you have a decent local race shop the're usually avalable, and you can get them next day from summit or jegs.
Good for you; it's about time people started refusing this junk.
people still need to try harder.
But, the work does seem to be slowly coming back.
I actually have a funny story I heard from the head engineer at Fox Shocks about dealing with chinese manufacturers. Those people are insidious! Ludicris and stupid, and their boom will not last if they keep thei insanely arrogant greedy attitudes towards american engineering firms.
[/QUOTE]
That's also good to hear; so given your QA/QC background, do you really think selling slotted 3SGTE flywheels is wise?
http://www.1uzfeswapkit.com/Modified-3SGTE-Flywheel-0000-0008.htm
It's not ideal, but I also think there's are a lot of fear mongering that goes along with this flywheel. If it were a cast Iron flywheel and not a cast Steel flywheel I'd be much more concerned because of the nodular, brittle nature of cast iron as opposed to cast steel. Cast Iron starts doing weird inexplicable stuff when you start taking material off.
Biggest reason why I do these is because I have no other solution till I finish my billet flywheels, and almost everyone I talk to rather buy a modified 3s flywheel from me than deal with my competition and buy their modified v6 tacoma flywheel. (I'm thinking about switching to those flywheels because it's less work and I could sell them for 150$. about half of what the other guys sell them for.)
if you take a look on my store I started adding complete packages. But it takes time to figure each setup out. I learned a few hard lessons when I started doing these adaptor plates, so I like to take my time and make sure everything is worked out now. 
