http://www.summitracing.com/parts/ctf-df024909 Fit on a stick type Billet flywheel? Feel? Comments.....
That looks like the one I'm using. Its the "Dual Friction" clutch from Centerforce. I had it on the stock 455 and now have it on the Stage 2 engine using a new flywheel from TA. Has always worked well for me!
Thanks for the reply, and with all due respect, "Looks like" and "is" have different meaning to me. Please confirm 12" and part number. Cheers! MarkO
The cars used an 11 inch clutch and the trucks used the 12 inch clutch. The bolt pattern for the 11 and 12 inch pressure plates is the same so the 12 inch setup would fit on the Buick flywheel. Problem will be the bellhousing, the truck bell was larger to fit the bigger clutch. Sad thing is I can't answer your question because I have never physically tried to fit a 12 in setup in a Buick bellhousing, it might clear but I know the truck bell is larger to fit it. Hope this helps you some. I am running the 11 inch 26 spline dual friction centerforce and have been very happy with it. Pedal is heavier than stock but not objectionable and the clutch engagement is smooth and I consider easy to drive. Thanks Brent
Thanks Brent, I was curious about the fit but wonder if it would fit within a Lakewood Blow Broof housing? If stock housing I would likely will stay with the 11"
If the trucks are using the same transmission input shaft length as the cars (and I'd bet they do), then my money would be that the 12" clutch would fit in the scattershield based on their shape compared to a stock bell.
Mark, I ran the 12" McLeod clutch in a Lakewood scattershield. The block plate needs to be installed, or the PP will hit the scattershield at the 12 o'clock depression in the scattershield. The McLeod 12" and Centerforce 11" PP are the same height when laid flat on the bench. I did not check installed height. I believe the 12" CF would be similar if not the same dimension as the McLeod.
Curious about using the 12" with stock bellhousing. How much larger is the lakewood than stock bell? If all it took was the extra thickness of the block saver plate to get it to clear, wonder if grinding just a little on the bell or pp cover or both would clear? Wonder if a thinner flywheel would get it to clear? Is the TA billet any thinner than stock? Maybe surface it as much as possible? Is there a truck GM bell for our motors? Maybe the 70's Jeep Wagoneer?
Philosophically. Why use a 12" clutch? I understand it has more contact/friction area, but are high performance 11" clutches that fit not holding? I wouldn't shave life off a pricey billet flywheel to use a 12" clutch unless you are certain a 11" clutch won't fit. Following up with that, if you are running the power to need a 12" clutch, I would be steering clear of a stock aluminum bell housing, as that extra power usually comes from a lot more rpm than a truck engine will usually turn. My unsolicited 2 cents. Wanting to run a 12" clutch confuses me.
To stop slippage, I had to resort to higher static load pressure plate and eventually a completly different style (diaphragm, then borg-beck) which required modifying the z-bar for more travel resulting in even more pedal feel. Larger contact area will allow lower, near-stock pedal feel. It was mid rpm torque (over 550 ft-lb) causing slipping not high-rpm hp.
