• It is always recommended to refer to your factory service manual for clutch installation specifications regarding your particular make and model of vehicle.
• Replace both the pressure plate and disc assembly. They work together always replace them together. (never use a new disc with a worn pressure plate)
• Determine the cause of original clutch failure! If replacement is for other than normal wear, the cause of failure must be properly diagnosed and repaired. If oil is present on the old clutch assembly, the leak must be corrected before installing a new clutch assembly.
• Clean and then check the splines on the transmission input shaft for signs of abnormal wear or twisting, then slide the new disc on the input shaft checking for free movement over the splines.
• The flywheel should be resurfaced to the original specifications, this will insure proper, trouble free clutch performance and operation.
• Remove all traces of oil or grease from the flywheel and pressure plate assembly using a non-petroleum based cleaner. (brake cleaner works well)
• Thoroughly clean and inspect all clutch linkage parts (fork, clevis, pins, etc.) and replace any parts showing signs of wear or damage.
• Always replace the throw out bearing and pilot bushing/ bearing (where applicable), and sparingly lubricate the throw out bearing retaining collar surface after inspecting for signs of wear or galling.
• Be sure that any special fasteners (shouldered bolts, flywheel dowel pins, etc.) are used and placed in their proper locations.
• Always use a proper clutch alignment tool during installation to insure correct positioning of the pressure plate assembly, disc and pilot bushing/bearing.
• Torque all pressure plate and flywheel assembly bolts to manufacturers specifications using a progressive crisscross pattern.
• Adjust clutch pedal freeplay (where applicable) to correct original specifications. This is a very important step that insures proper operation, performance and clutch longevity.

It is important to match the proper Centerforce clutch system with the vehicle and its intended use!

To answer this question properly, several things must be taken into consideration.

• What are the vehicles' make, model, year and engine size?
• What is the vehicle used for? (daily driving, towing, off road, competition use, etc.).
• What type of changes have been made to the vehicle?
• Is the engine stock or has it been modified? If the engine has been modified, to what extent? (hi flow filter, computer chip, exhaust modifications, super chargers, nitrous, etc.).
• Have any driveline changes been made? (different size tires, different gear ratio, etc.).
• Has any extra equipment (weight) been added to the vehicle? (camper, winch, tube bumper, roll cage, etc.).

The Centerforce catalog is one of the most extensive and complete aftermarket performance clutch publications available. We are continually making changes and adding in new applications. If a particular application is not found in the Centerforce catalog, please contact our Centerforce at (928) 771-8422 for possible new releases or additions. Also, our research and development department may be able to custom build/modify your supplied parts for other special applications not listed in the Centerforce catalog. This service is especially helpful on exotic and specialty type vehicles. Please feel free to contact our technical department at (928) 771-8422 regarding these special services.

All patented Centerforce clutches are designed to be a direct bolt in high performance clutch system needing no special modifications for installation.

Our friction materials are designed to be used with the stock flywheel, aftermarket steel billet flywheels, or aluminum flywheels with steel insert heat shields. If you are replacing your stock O.E.M. Flywheel, be sure that the new flywheel meets the same specifications, such as ring gear tooth count, flywheel thickness, ring gear offset, etc. All billet Centerforce flywheels are designed to meet standard O.E.M. Specifications, and are S.F.I. Approved.

In order to maintain proper clutch service, it is not recommended to rebuild patented Centerforce clutches. However, repair may be possible in some cases by Centerforce, after inspection of the assembly. Please contact our technical department at (928) 771-8422 for further information.

All patented Centerforce products are designed with longevity in mind, however, clutch life will greatly depend on the vehicle, your type of driving and output of the engine. For example a vehicle driven in heavy stop and go traffic will have a shorter clutch life than the same vehicle that is driven on the open highway. Regarding trucks with oversized diameter tires, they will typically get less clutch life than a truck with stock tire size.

Note: appropriate final drive gear ratio changes are necessary and will greatly aid driveline longevity (including the clutch) on vehicles carrying heavy loads or using oversized diameter tires.

Typically, the weight of the patented Centerforce clutch assembly will be very similar to the weight of a stock O.E.M. Clutch assembly. If rotating mass (weight) is a concern, Centerforce manufactures a light weight clutch assembly designed specifically for competition use. Available in limited applications the Centerforce LMC (Light Metal Clutch) Series saves a considerable amount of weight when compared to conventional clutch systems. Please note, these light weight clutches are intended for competition use and are not recommended for street applications.

Centerforce clutch systems utilize our patented Centerforce weight system where applicable, this combined with our superior friction materials allow us to engineer clutch products that increase performance without increasing clutch pedal effort. This is important in order to maintain comfortable drivability as well as to prevent overloading the release mechanism.

The answer is yes! While it is true that centrifugal assist is a direct function of rpm, the patented Centerforce weight system is effective and will add additional clutch performance at all engine rpm levels.

Dual Friction discs are custom built and designed to be used with specific pressure plate assemblies. The pressure plate assembly and clutch disc should always be replaced as a matched set. If the disc has worn out, so has the pressure plate. In some cases a dual friction disc is available separately due to changing of the transmission and/or input shaft dimensions.

No! The patented Centerforce clutch system should not be altered or tampered with. The Centerforce clutch is designed to be a direct performance replacement clutch system, and should not be modified. The Centerforce weight system is one of the design features incorporated into your new clutch. The weights are designed to add centrifugal assist to the diaphragm clutch spring and increase the clamping force as engine rpm is increased. The weights should be left as installed to assure proper clutch performance.

Yes, using a medium viscocity liquid thread locker reduces the possibility of pressure plate and flywheel bolts from coming loose.

Yes! Flywheels are subject to heat, scoring and warping during use; therefore the flywheel should always be properly resurfaced or replaced to assure good clutch performance. Resurfacing must be performed on a qualified flywheel grinding machine. Centerforce does not recommend resurfacing flywheels on a lathe or a blanchard grinder. Also, be aware that using a hand-held electric or pneumatic grinder/sander or scuffing the surface with sandpaper does not constitute a properly resurfaced flywheel. Refer to your factory service manual for specifics on your vehicle regarding flywheel resurfacing and specifications (flat, step, etc.). Some vehicles require new replacement flywheels instead of resurfacing. Please consult the factory service manual or call our tech. Line at (928) 771-8422 if you have any questions

On flywheels that originally use alignment dowel pins, the answer is yes! The alignment dowel pins properly locate the pressure plate to the flywheel for balance purposes as well as add pressure plate to flywheel shear strength. The alignment dowel pins should always be replaced if they are damaged, broken off, or missing from the flywheel.

Centerforce clutches are designed to be used with stock O.E.M. Style bolts or aftermarket bolts designed specifically for pressure plate retention. Clutch hardware must endure high loads, be sure replacement bolts are of high quality and match stock O.E.M. Bolt configuration, (i.e. If stock bolts are shouldered, replacement bolts should be shouldered too).

Bolt torque value should be determined by the bolt manufacturer or if using stock O.E.M. Bolts, refer to your vehicles service manual for proper torque specifications. Proper torque is crucial to your safety, take the time to get the correct pressure plate assembly and flywheel bolt torque specifications and tighten the bolts correctly using a high quality torque wrench.

All patented Centerforce clutch assemblies are designed to be a direct bolt in replacement for the stock clutch assembly. If any of the surrounding clutch components (bellhousing, flywheel, linkage, etc) have been changed from original, be sure they match stock (O.E.M.) specifications, or contact our technical department at (928) 771-8422 for assistance.

Yes! All Centerforce clutch assemblies are balanced to original factory equipment specifications.

Yes, if your vehicle is equipped with a pilot bushing or bearing, it is always recommended to replace it during the new clutch installation process. Where applicable, it is recommended to upgrade from a pilot bushing to a roller needle or ball bearing type pilot bearing.

Yes. It is recommended to properly seat in the new pressure plate & disc assembly to assure good clutch performance. Centerforce recommends 450-500 miles of in town stop and go type of easy driving before applying full power. If your driving consists of mainly highway type use, the break in period should be longer than the 450-500 miles. If the break in period is not properly followed, clutch life and performance can be sacrificed.

It is not recommended to use Centerforce components with other manufacturers pressure plates or discs. Centerforce parts are designed to work as matched sets and to give superior clutch performance as well as reliable operation. We cannot guaranty parts from other manufactures.

Bellhousing alignment is crucial for proper clutch function and reliability of the related components. Due to manufacturing tolerances of engine blocks and bellhousings, it is possible for the transmission centerline and crankshaft centerline to be misaligned. The result of this misalignment may be hard shifting, pilot bearing wear, transmission main shaft bearing wear and failure of the clutch disc hub. Please refer to your factory service manual or contact our technical department at (928) 771-8422 for proper bellhousing alignment procedure.

Although this may look abnormal, this bearing movement is one of its design features. Centerforce strives to supply only the best quality bearings available, for most applications we prefer to use a self aligning or self centering type throwout bearing. This bearing may appear to be off center or improperly manufactured, however, rest assured, the bearing will align and center itself properly during normal usage.

No! The patented Centerforce weights are limited to travel, they will not interfere with the throwout bearing, or make noise during operation.

We utilize the patented Centerforce weight system on all applications that are possible. However, in space limited applications (most front wheel drive cars), it may not be feasible to use the Centerforce weights due to clearance restrictions in the bellhousing. Rest assured, Centerforce has modified these clutch assemblies to increase the overall holding capacity without having the centrifugal weight system.

All related clutch parts should be checked for wear or possible problems. The clutch linkage starting from the clutch pedal bushings to the bell crank (z-bar) to the clutch fork and pivot ball should be inspected for wear and damage, any questionable parts should be repaired or replaced. If your vehicle uses a hydraulic linkage system, check for any hydraulic leaks as well as wear on the push and pull rods operating the hydraulics and all hoses.

Remember if you have any questions, please call ourc tech line (928) 771-8422. We would like to hear from you.

• Flywheel has excessive run-out.
• Fly wheel was not resurfaced before the new clutch was installed.
• Flywheel was resurfaced improperly or has improper surface finish.
• Flywheel has severe hard spots or hot spots.
• Flywheel resurfaced improperly (i.e. incorrect flywheel step).
• Damaged or excessively worn cv joints.
• Bad u-joints in drive shaft or u-joints misaligned.
• Excessive backlash in differential.
• Excessive driveline angle.
• Bad leaf springs, bushings or mounts.
• Improper gear ratio versus tire diameter.
• Defective pressure plate and/or disc.
• Disc has inadequate or no marcel (not enough cushion between the friction facings).
• Oil or grease contamination on clutch facings.
• Worn or damaged clutch linkage.
• Bent cover assembly and/or disc.
• Improperly tuned engine.
• Worn or damaged engine mounts or transmission mounts.

• Clutch linkage not properly adjusted or reset
• Flywheel not surfaced before new clutch installed.
• Flywheel surfaced improperly (i.e. incorrect flywheel step).
• Flywheel machined too thin or not manufactured to stock (O.E.M.) specifications.
• Linkage worn or damaged.
• Defective hydraulics, leaking, burnt fluid, or there may be air in the system.
• Cable stretched or damaged.
• Improper clutch fork geometry due to flywheel being too thin or bellhousing deeper than stock (bellhousing ball stud may not be adjusted properly).
• Pilot bushing binding due to improper bellhousing alignment, bellhousing damaged, or loose.
• Clutch disc installed improperly.
• Clutch disc hub rubbing against flywheel bolts.
• Clutch disc binding on input shaft.
• Input shaft bent causing clutch disc runout.
• Pressure plate assembly and/or clutch disc bent or damaged.
• Clutch disc is too thick/ or has excessive marcel (too much cushion between the friction facings).
• Pressure plate has defective or damaged torque drive straps.
• Damaged, worn, or improperly installed pilot bushing/bearing.
• Oil or grease contamination on clutch facings.
• Damaged or worn throwout bearing collar.

Remember if you have any questions, please call ourc tech line (928) 771-8422. We would like to hear from you

• Improper clutch adjustment freeplay.
• Quadrant not reset properly or is faulty (on ratchet cable type linkage. systems).
• Incorrect throwout bearing is being used (too long).
• Clutch assembly contaminated with grease/oil.
• Clutch not fully/properly seated in.
• Flywheel not surfaced and disc has been glazed.
• Clutch assembly not designed for the application.
• Clutch assembly not designed for specific type of use (racing/competition, etc.).
• Clutch not adequate for horsepower/torque of application.
• Incorrect gear ratio to tire diameter.
• Clutch assembly has lost facing material from the disc.
• Clutch assembly has failed or is defective.
• Flywheel surfaced improperly (i.e. incorrect flywheel step).
• Damaged or worn throwout bearing collar.
• Damaged or bent pressure plate assembly and/or disc.

• Improper clutch release caused by faulty linkage and/or improper adjustment.
• Improperly installed shifter.
• Improperly adjusted shifter or shift linkage.
• Damaged transmission parts (bent shift fork, etc.).
• Worn transmission synchronizer rings.
• Improper transmission lubricant (check factory service manual for proper fluid type and viscosity).
• Pilot bushing/bearing binding on input shaft.
• Clutch disc hub rubbing flywheel or flywheel bolts.
• Damaged or defective pressure plate torque straps.
• Bellhousing misalignment

Remember if you have any questions, please call ourc tech line (928) 771-8422. We would like to hear from you