Thoughts on Clutch Selection

[1948F-1Pickup]

Originally Posted by Ross F-1

1948F-1, I see nothing on Clutch Masters website for flatheads, do you have a p/n for the diaphragm PP?

I was talking to Lonnie in their showroom just prior to SEMA. No part numbers.
$185 for the diaphragm, (out of stock that day), with a late October availability and $169 for the Long. (1 or 2 day wait to put one together)

[Gene1949]

Originally Posted by Shoebox

Tim & Gene,
If possible, PLEASE share the specifics of all the parts (part #s ?) of the Centerforce parts that you received. Thanks !

Centerforce #s;
Clutch/PP---- DF021221
Flywheel---. 700360

JEGS still lists them both butt about $100 bucks higher than 3 years ago. Even with the promo codes

[Shoebox]

Big thanks to all for the responses and info shared!


Gene1949, really appreciate the specifics, going to call Centerforce tomorrow with a couple questions.



Happy New Year to all!

[Gene1949]

Originally Posted by Shoebox

Big thanks to all for the responses and info shared!


Gene1949, really appreciate the specifics, going to call Centerforce tomorrow with a couple questions.

Glad I could help. Please let us know how the conversation with CF goes. Last time I spoke with them they were extremely helpful. Many on this board are updating their drivetrains and have had less than good outcomes dealing with suppliers and rebuilders.
When I researched the company years ago it was started by and owned by a drag racer (sorry forgot the name).

I picked their 10.4" duel friction for the Camaro because of his/their recommendations (less rotating weight, up to 500 hp with tires and ease/smooth operation).
I'd have to check my records but it seems like it's been 15 years since the installation (when I rebuilt the Muncie). During that time it has been used rather "aggressively" many many times (local drag strip etc). Many many 6500 rpm shifts yet smooth enough for my wife to drive.

When it came time for a clutch for the 49 I bought the very same. So impressed with that little diaphragm clutch.

[Lanny]

Originally Posted by Gene1949

Glad I could help. Please let us know how the conversation with CF goes. Last time I spoke with them they were extremely helpful. Many on this board are updating their drivetrains and have had less than good outcomes dealing with suppliers and rebuilders.
When I researched the company years ago it was started by and owned by a drag racer (sorry forgot the name).

I picked their 10.4" duel friction for the Camaro because of his/their recommendations (less rotating weight, up to 500 hp with tires and ease/smooth operation).
I'd have to check my records but it seems like it's been 15 years since the installation (when I rebuilt the Muncie). During that time it has been used rather "aggressively" many many times (local drag strip etc). Many many 6500 rpm shifts yet smooth enough for my wife to drive.

When it came time for a clutch for the 49 I bought the very same. So impressed with that little diaphragm clutch.

Founder Bill Hays

pioneered the solution to the 'stuck over-center' problem of diaphragm clutches. Several patents later Centerforce is still providing leading edge clutch and flywheel products for all vehicle power levels and driving styles.

PS: I have a Centerforce in my '67 Cobra 427 550 hp
and it Don't ever slip...





.

[Shoebox]

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Originally Posted by Gene1949

Glad I could help. Please let us know how the conversation with CF goes. Last time I spoke with them they were extremely helpful. Many on this board are updating their drivetrains and have had less than good outcomes dealing with suppliers and rebuilders.
When I researched the company years ago it was started by and owned by a drag racer (sorry forgot the name).

I picked their 10.4" duel friction for the Camaro because of his/their recommendations (less rotating weight, up to 500 hp with tires and ease/smooth operation).
I'd have to check my records but it seems like it's been 15 years since the installation (when I rebuilt the Muncie). During that time it has been used rather "aggressively" many many times (local drag strip etc). Many many 6500 rpm shifts yet smooth enough for my wife to drive.

When it came time for a clutch for the 49 I bought the very same. So impressed with that little diaphragm clutch.

Gene,
I just got off the phone with CF.....really nice, got right to a tech who easily answered my few questions. When I asked about the requirement to use their flywheel (not opposed to it) he explained the stock flywheel would need to be drilled for their pressure plate. Everything is in stock and they have both the dual friction pp such as you have as well as a conventional offering. "Spendy" stuff, but like you I have one of their clutches on another car and they are nice.

[1948F-1Pickup]

I've had their dual friction setup on a race car since it debuted at SEMA back in the mid 90's. Pricey, but still works flawlessly.
Kinda overkill for the '48 truck, so I went with Fort Wayne.

[Tim Ayers]

I already had a Weber flywheel that was drilled correctly, so my cost was fairly reasonable.

Thanks for the update and I'm glad you got squared away.

[Gene1949]

[QUOTE=Lanny;2091498]

PS: I have a Centerforce in my '67 Cobra 427 550 hp
and it Don't ever sli[/B]p...

Always thought it somewhat of a dichotomy;
many of the geezers (no disrespect intended, I'm one myself) here own a "go quicky" and yet cling to their roots (flathead Ford)

[Tim Ayers]

[QUOTE=Gene1949;2091958]

Originally Posted by Lanny

PS: I have a Centerforce in my '67 Cobra 427 550 hp
and it Don't ever sli[/B]p...

Always thought it somewhat of a dichotomy;
many of the geezers (no disrespect intended, I'm one myself) here own a "go quicky" and yet cling to their roots (flathead Ford)

Gene,

From my experience, the older the car/technology, the more fascinated people are by them. I was at a car show that had Ferrari's. Lambo's and other high end sports cars. All beautiful and incredible cars for sure.

When a hot rod and an over cammed '70 Bronco showed up, people flocked to these cars and didn't pay any attention to the Ferrari's or Lambo's anymore.

[Lanny]

Hey Boys, I was simply making reference, that Centerforce can produce
clutch setups for high performance vehicles, then you can bet that they
produce "top notch" clutches for low performance vehicles.

You pay a little more, but you get a lot more in reliability.

And furthermore, if you want to walk right by a Cobra, that's YOUR Problem.



.

[Lawrie]

when using the centre force clutch and plate , would and one kn ow what needs to be done with the throw out bearing. to use on the stock 33 trans input shaft
Thanks Lawrie

[1948F-1Pickup]

My dual friction CF setup ('66 Mustang) uses a standard "Long" style throw out bearing....... no idea which bearing CF supplies with a flathead diaphragm clutch.

[Lawrie]

I want to use the centre force clutch cover and plate if they have one, and its in my 33 which has the 1-3/8 x 10 spline input shaft
The throw out bearing is what I woulds like to know.
Lawrie

[Tim Ayers]

Originally Posted by Lawrie

I want to use the centre force clutch cover and plate if they have one, and its in my 33 which has the 1-3/8 x 10 spline input shaft
The throw out bearing is what I woulds like to know.
Lawrie

Yes. They have a plate that works with the old Ford stuff.

[Lawrie]

Tim do you know what to use for a throw out bearing
Lawrie

[Tim Ayers]

Originally Posted by Lawrie

Tim do you know what to use for a throw out bearing
Lawrie

I'm just using the Ford OE large throw out bearing. The flathead specific pressure plate is designed to use the large sized throw out bearing and hub assembly.

I'm not too familiar with the early transmissions, but I believe they are all the same size from '32-'48. My trans is a '39 box.

[Shoebox]

Originally Posted by Tim Ayers

I'm just using the Ford OE large throw out bearing. The flathead specific pressure plate is designed to use the large sized throw out bearing and hub assembly.

I'm not too familiar with the early transmissions, but I believe they are all the same size from '32-'48. My trans is a '39 box.

Tim,
Glad you mention this, the throw out bearing/hub subject was the one question that I forgot to bring up when I was on the phone with CF.

[Lawrie]

Tim , I spoke with centre force and they say they modify the p/plate to use in the flathead, they cut the fingers to fit the ford t/out bearing,
can you let me know how this p/plate worked, as in is it harder ,softer, or the same to push the pedal in
thanks Lawrie
the part numbers they gave me are, Pressure plate part number CF365222 and the disc
381870

[Tim Ayers]

Originally Posted by Lawrie

Tim , I spoke with centre force and they say they modify the p/plate to use in the flathead, they cut the fingers to fit the ford t/out bearing,
can you let me know how this p/plate worked, as in is it harder ,softer, or the same to push the pedal in
thanks Lawrie
the part numbers they gave me are, Pressure plate part number CF365222 and the disc
381870

Interesting. I wonder how they cut it since you can't tell by looking at it.

Well, here is what I have to go by:

'49 F-1 with an 11" clutch and '32 Tudor Sedan with unknown clutch size (I'm assuming 9" because it's really easy to push in)

The Centerforce is easier than the 11", but also feels more positive and has a constant pedal feel than the F-1 clutch.

What I mean by that is, you know how on a Long style once the clutch gets close to the floor, it seems to get easier than at the start of the pedal stroke?

The diaphragm feels constant throughout the pedal stroke. I guess since all the fingers are being pressed down throughout the stroke and there isn't a fulcrum point like on the three finger Long style.

I hope that helps.

It's still brand new and may loosen a bit once it's broken in.