I've got a centerforce dual friction clutch that's given me a few of the common problems. One, it eats TOBs (because of the counter weights). Two, it doesn't like to shift at high RPMs (because of the counter weights). It does however hold the power and have a soft feel which I'm happy about.

The TOB is installed correctly and I have 9/16ths of an inch slave travel. Has anybody had the CF DF clutch disengagement (and thus shifting) problem and solved it? Anybody cheat more than stock slave travel into the system?

I'm half tempted to cutt the counter weights and run the pressure plate as a stocker untill it completely frys the disk but I'd like to not spend money on a clutch twice.

I need to be able to shift at 6,500 RPMs reliably.

Thanks

 

I'm not sure what problems you speak of since I ran a DF for 3 years, shifting above 6k rpm regularly and never had a single shift problem.

I had shifting and clutch disengagement problems but mine were due to the shift fork not being seated properly on the pivot ball.

 

Have you ever checked your slave cylinder for total travel?

You mean clutch fork? Shift forks are inside the transmission.

 

yes I checked it numerous times, would start out getting what seemed like enough, but over time would slowly reduce. replaced 2 slave cylinders and a master cylinder before I figured out the problem. and yes, I meant clutch fork, my mistake. with the way the clutch fork was sitting, it looked to be in place, but when I pulled back the rubber dust cover, it was quite apparent that the fork was out too far off the pivot ball, so over time the problem kept getting worse as the slave cylinder pushed the fork farther off the pivot ball. however, since you're getting full travel, your problem definitely sounds like something else, although it would be worth taking a look at.

 

i milled that spacer collar thats slides over the studs for the slave cylinder by about 1/4 " because i was issues trying to get in and out of gear some times mainly at stops . after that everything is kosher

 

I'm on my 3rd one (2 T-5 ones and 1 LT1). Never a hint of a whiff of a glimpse of a problem out of any of them.

But then, every clutch I've had for the last 30-odd years or so, after I figured out how to put them in right, has been like that. I'd guess that covers at least a dozen brands, for all sorts of applications. Clutch problems are almot always the fault of the installer, not the clutch.

 

I'm not sure I know what collar you're talking about?

I can't think of any way modifying the slave mounting would result in more travel. The ony way I can think of getting more travel out of the system is to make the master rod travel further. At any rate I like the softness and holding power, just hate the fact I can't shift at high RPMs.

 

I believe he's talking about the slave cylinder spacer on a T-56. you could also try making a slightly longer slave cylinder rod.

 

tpi_roc, i hear you.. i'm having similar problems.. and i have a dual friction.. my first problem was air in the master.. i bled most of it out and i havent really tried running since then.. or i never really gave the hydraulics time to give me a problem..

 

I could, I just have problems with the theory.... the slave travel is a direct result of the master travel. Assuming no air is in the system a longer rod shouldn't travel any less or more, the only possibility is if the rod is long enough to bottom out the slave, and preload the pressure plate.

 

yeah thats what i'm talking about the spacer..... oh yeah and i've installed several clutches my self aswell. seeing as how i fix cars for a living, theres a difference between aftermarket and factory ****. its even worse with the autobody side of it.... waaay worse.