8BA Centerforce clutch

[3twinridges]

I am building an 8BA flathead for a 50 F1. Block just passed inspection and they are starting the machine work on the block. I will be running the 3 speed side shift transmission. I bought a Centerforce flywheel, pressure plate, and clutch disc. Will the stock throw out bearing work with it? Centerforce said it would but asking for real world experience. Thx!

JB

[wga]

Would you please list the Centerforce part numbers for the flywheel, PP and clutch disc.
I'm just getting started with a replacement on my 49 wagon.
thanks

[3twinridges]

WGA I would call them and get their recommendations based on your input shaft size. I had to piece it together with 1 3/8 10 spline size.

JB

[wga]

Thanks 3T...their website is a bit frustrating to navigate.

[Bored&Stroked]

Originally Posted by 3twinridges

WGA I would call them and get their recommendations based on your input shaft size. I had to piece it together with 1 3/8 10 spline size.

JB

Given that you're running the 1 3/8 10 spline clutch disc, I believe the stock throw-out bearing should work. I would buy the bearing and make sure it aligns with the diameter of the clutch forks.

[Gene1949]

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Works great on my T-10 w/Centerforce package you describe.
You'll love it

[Tim Ayers]

Originally Posted by wga

Thanks 3T...their website is a bit frustrating to navigate.

Agree, 100%. Call their customer service/tech line. They are great. Website stinks.

I am running their clutch & pressure plates behind a 59AB and use the stock throw out bearing. Sadly, I did not save the part numbers that I used, but give them a ringy dingy.

[3twinridges]

Thanks guys, I checked the stock throwout and I hits fine on the fingers.

Tim, thanks for your experience, did you leave the weights on the pressure plate or cut them off.

JB

[Tim Ayers]

Originally Posted by 3twinridges

Thanks guys, I checked the stock throwout and I hits fine on the fingers.

Tim, thanks for your experience, did you leave the weights on the pressure plate or cut them off.

JB

JB,

Great question. I cut them off. Reason being, a friend used one while racing. During one run, the throw out bearing got caught on the weights, jamming the clutch up. Once the clutch gets "broken in" I really don't think you'll need it. From my understanding, the weights are designed for high RPM's which our flatheads won't see.

[3twinridges]

Thanks Tim, this engine will run in an F1 truck so no racing involved. That said I could see how the weighs could become a problem if they stuck or were jammed in the wrong position. Cutting them off and balancing the pressure plate on rotating assembly seems like the best option in my mind.

JB

[1948F-1Pickup]

So, spinning weights impacted a clutch release bearing?
Jammed up clutch probably was the least of their concerns…..

[Bored&Stroked]

Tim: I don't see how a throw-out bearing can get anywhere near the outside counterweights that increase clutch holding pressure? Maybe it was an issue with the clutch forks getting hung up with too much weight on the outside causing them to not return as they should at very high RPMs (while letting the clutch back in)?

While the counterweights are designed to use centrifugal force for added pressure - such that you may not need as much spring pressure and resulting clutch pedal pressure, you'll probably not need them for a stock or mild performance street application.

Our flatheads are not high HP/Torque engines as compared to many OHV designs.

Here is a little document from McLeod that shows the added clamping force related to "configurable" counterweights:

installation_instruction-instruction_file-103-v1.pdf

[Tim Ayers]

Originally Posted by 1948F-1Pickup

So, spinning weights impacted a clutch release bearing?
Jammed up clutch probably was the least of their concerns…..

Have you seen a Centerforce pressure plate? There are weights that attach to a steel ring that slide up and down the diaphragms fingers depending on the RPM.

Hard to gauge what you're getting at with your post.

[Tim Ayers]

Originally Posted by Bored&Stroked

Tim: I don't see how a throw-out bearing can get anywhere near the outside counterweights that increase clutch holding pressure? Maybe it was an issue with the clutch forks getting hung up with too much weight on the outside causing them to not return as they should at very high RPMs (while letting the clutch back in)?

While the counterweights are designed to use centrifugal force for added pressure - such that you may not need as much spring pressure and resulting clutch pedal pressure, you'll probably not need them for a stock or mild performance street application.

Our flatheads are not high HP/Torque engines as compared to many OHV designs.

Here is a little document from McLeod that shows the added clamping force related to "configurable" counterweights:

Attachment 553788

Dale,

Not sure what to say. When he took it apart, that's what he found. I'm taking about the weights Centerforce adds to the diaphragm clutches, not the weights on the arms on a Long style pressure plate.

Maybe the ring the weights attach to failed or something else. I have not noticed any ill effects when removing the weights from mine.

Tim

[cadillac512]

[3twinridges]

I checked the flywheel bolts in the new centerforce flywheel and the bolts have play on the shoulders. The dowels are pretty tight but that play on the bolts gives me concerns. I am leaning towards running a stock flywheel and pressure plate as I know this is a critical build area for a vibration free build.

JB

[Gene1949]

Don’t overthink it guys
I have the same 10” in a warm 410” 396 in my ’69 Camaro. Been used very hard at times (7 grand shifts) in the last 20 years.
Same 10” behind the 8BA. No problems in either one. Nice and mellow, easy on old knees
Put it in and drive it like you stole it

[3twinridges]

Thanks Gene, so you used the Centerforce flywheel with the original flywheel bolts and no issues with clutch interference or anything?

JB

[Bored&Stroked]

Tim: I think we were talking about two different clutches - I was speaking about Long style clutches . . . so I was off-base given the one shown above.

With that said, if the big ole' vintage Ford throw-out bearing hits those weights on the diaphragm tongues/forks, there will be serious issues. I would always check my throughout bearing against the clutch design.

Also, notice that this particular diaphragm clutch has forks/fingers with raised ends on them (bent up and radiused at the ends) - this enables this clutch to work with wide Ford throw-out bearings and NOT have the outer edge of the throw-out bearing hit the forks outside of the initial contact area.

Many/most diaphragm clutch plates cannot be used with our big/wide throw-out bearings - as the bearing outer edges will contact the fingers 1/2 way down them and cause issues. Do, make sure that when you select a diaphragm clutch that it is designed for the transmission and throw-out bearing style and dimensions you are using. Most diaphragm clutches are designed for late-model stuff . . . not our early stuff.

I've had to send a throw-out bearing to a clutch manufacturer so they could exercise it on a clutch press - so they could see the interference issue.

Thanks everybody for the good posts!

B&S

[Harrisonmanny87]

check youtube