WTB CENTERFORCE CLUTCH / ALUM. FLY

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Big Worm

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Just what the title says. I took my truck in for some warranty work and the Viper Tech found that it had a oil leak, OMG? So they had to order another ass load of parts and the tech told me he was pulling out the Trans and that it would be a great time to change the clutch and fly. I was looking at getting the Slave as well, but that is not important. So if you know where or who might have a the cheapest one. I have came with 538.00. I appreciate the help.
 
FATJACK said:
Jesus you really need the hydraulics more than the aluminum flywheel.
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Explain Brother. I am not familiar with it, if you got a site I can hit up.
 
The truck hydraulics will fail quickly with the higher pressure clutch, then you will have to replace them anyway. The aluminum flywheel has been used by many members only to be taken out after a few thousand miles because they are too light.
 
FATJACK said:
The truck hydraulics will fail quickly with the higher pressure clutch, then you will have to replace them anyway. The aluminum flywheel has been used by many members only to be taken out after a few thousand miles because they are too light.
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After 2 stock clutch replacements, I put the Centerforce clutch & Viper upgrade hyd. kit from JMB. I bought a new stock flywheel for the install.
 
JRSVIPR said:
After 2 stock clutch replacements, I put the Centerforce clutch & Viper upgrade hyd. kit from JMB. I bought a new stock flywheel for the install.
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Got rid of my OEM clutch at 8k. Went to the Fidanza with CenterForce and Viper upgrades...Replaced the CenterForce with a second CenterForce and tossed the Fidanza light-weight and returned to the OEM flywheel, too.
 
Prof said:
Got rid of my OEM clutch at 8k. Went to the Fidanza with CenterForce and Viper upgrades...Replaced the CenterForce with a second CenterForce and tossed the Fidanza light-weight and returned to the OEM flywheel, too.
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So what you are saying is get a OEM Clutch and Flywheel? or can I resurface the old flywheel? or is it worth it?
 
No.

Did away with the Fidanza, used a CenterForce and Viper Slave and Master.

roy
 
Big Worm said:
So what you are saying is get a OEM Clutch and Flywheel? or can I resurface the old flywheel? or is it worth it?
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Just to throw anther wrench in the mix, I just installed the fidanza and a f1 ceramic clutch. This is the first time I have had the light weight flywheel in and I got to say I like it. Two track days and 600 miles now and it seems fine. The ceramic clutch is a race clutch so it has some chatter to it, short of the mcleods twin disk this is the only clutch that has survived my driving. The down side is the chattering is annoing to some, and the noise the clutch makes as in engages is loud. This is a very much on/off clutch, it will not slip at all... Like I said though this is the first clutch I have had match with the lighter flywheel.

Before this I had the Dc Performance flywheel, along with an ACT clutch. This was a close to stock feel but had way more clamping power. At the track it out performed the stock clutch slighty. The only down side is this set up is no longer aviable.

The only other set up I have used is a resurfaced stock flywheel and a new stock clutch. The major up side is its CHEAP (250$ for everything I need). The break in is paramount, if you hot spot the flywheel before it breaks the clutch will never wear in correctly...

BUT MORE THAN ANYTHING REPLACE THE stock MASTER AND SLAVE WITH THE VIPER SET UP. You can get it from many of our forum venders, the stock slave will not handle the heat gernerated by even the stock cluch. (our slave is entirely plastic, compared to the viper's cast aluminum)

BigRed™
 
I would like to know why people tried the aluminum flywheel and changed back? I have the aluminum now and it works (or worked as the engine is now apart) great. My engine was supercharged so I had a little more torque when starting to move the truck. Is there that much of a difference with stock engines that the extra rotating mass is needed?
 
the previous owner of my truck put stock flywheel in and the viper slave but then didn't like how the slave worked so now i have a wilwood slave which seems to work great.
 
yellowfever#154 said:
I would like to know why people tried the aluminum flywheel and changed back? I have the aluminum now and it works (or worked as the engine is now apart) great. My engine was supercharged so I had a little more torque when starting to move the truck. Is there that much of a difference with stock engines that the extra rotating mass is needed?
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im gonna have a th 400 and no more fuckin clutch problems
 
yellowfever#154 said:
I hear ya, my plan as well. But not a TH400, I need a extra gear. Are you gonna backhalf your truck?
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not in the works right now gonna try and hook this bitch on leaf springs then ill go from there im very confident that we can cut sub 1.5 60' times ....time will tell
 
yellowfever#154 said:
I would like to know why people tried the aluminum flywheel and changed back? I have the aluminum now and it works (or worked as the engine is now apart) great. My engine was supercharged so I had a little more torque when starting to move the truck. Is there that much of a difference with stock engines that the extra rotating mass is needed?
Click to expand...

My change back to the heavier flywheel was for ease of normal driving. I initially went to the Fidanza light-weight for the rapid reving it provided. The engine certainly will wrap up much more rapidly...but, in drag racing it became evident to me that I really had to increase the rpm levels to launch to avoid bogging, and that the line between bogging off the line and blowing the tires off was very thin. Then in normal driving in traffic I just could not idle off from a stop...I had to have more rpm to initiate movement and needed to feather the clutch to get it rolling.

With the additional rotating mass of the oem flywheel city driving became much more pleasurable.

I am also supercharged and I have the "Stinker" rear end. With the Detroit Locker, the additional rpm from a stop in traffic magnifies the low speed locking and unlocking of the rear-end, so instead of an occasional churp with the normal occasional unexpected differential lock-up (usually in a low speed turn, the locker characteristic became nearly a full revolution of the rear tires and that was a little disconcerting to those around me...

Some have been very happy with the Fidanza...there is a great write-up of the issues with light weight flywheels vrs heavier ones on the Viper Performance web site when they discuss the Tilton clutch (my next major mod!).

https://www.viperspecialtyperforman..._id=2&osCsid=4f22bb4e3906fc264e46697e2fcd09a5
 
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