As horsepower and torque increase in musclecars these days, so does the need for a clutch that can handle the kind of numbers cars are throwing out on the dyno.

At SEMA this year, Centerforce showed us a clutch worthy of a 1,000 horsepower Viper with more than 1,100 ft/lbs of torque. They also showed us their new Triple Disc clutch kit looked every bit the part of a performance clutch that can handle high horsepower and torque for Pro-Touring.

And not to be left out, the off-road market has a new toy as well – Centerforce showed us a tricky flywheel for the Jeep 3.8L that makes that little engine think a bit more of itself.

The Viper DYAD clutch has larger, dual-friction dual discs with fully encapsulated springs, for better torsional damping, with a chromoly center for strength. Will Baty, Marketing/R&D for Centerforce, said, “This clutch works very well with the Viper, it’s something brand new that we’ve received lots of requests for.” On this clutch, the brass pins on the floater disc eliminate clutch chatter altogether, and the clutch can handle up to 1,300 ft/lbs of torque. 

“The best feature about this clutch is the excellent driveability – as the holding capacity increases, so does the driveability with these clutches,” Baty said.

For the autocrossers, Centerforce brought out their triple disc clutches and showed us their unique, interlocking assembly. Baty said, “These triple disc clutches are more designed for the racer, or autocrosser, but they’re still somewhat driveable on the street.” He told us that the three discs are similar in design to their off-road clutches, where clamping force is absolutely necessary, but the third disc is what separates it from the others.

Fitting together more like a puzzle than a clutch, the pieces all fall into place, interlocking as the clutch is assembled. The sprung disc has fully encapsulated springs, keeping them secure and in place. Instead of three discs driven by the input shaft, however, the two additional discs are interlocked and driven by that center, sprung disc, which is driven by the input shaft.

The two floater discs are interlocked with the flywheel, and simply fit into place between spacers that the clutch cover, or pressure plate, mount to when assembled. These clutches provide superior clamping force without requiring additional pedal effort, and have a smaller diameter clutch pack that allows the engine to rev faster without the extra centrifugal weight of a larger clutch.

Baty also showed us their new flywheel for the 3.8L Jeeps, stating that the design was to help create more torque for these vehicles. The 3.8L had very little torque, and owners were burning up their clutches, so this 47-pound flywheel actually tricks the engine into acting like it’s a little larger displacement by providing more mass at the crankshaft.

This makes it a little easier to keep that centrifugal force going, which is better for vehicles that have added weight from roll bars and larger diameter tires. Baty said, “This flywheel will work with either the Centerforce clutch, or the factory stock clutch.”

With performance needs constantly increasing, and the demand for better clamping forces, you can count on Centerforce to clamp down on the market and to provide you with the proper clutch, from crawling Jeeps, to high horsepower Vipers, to Pro-Touring beasts – and everything in between. Contact them through their web site and be sure to let them know that you want better clamping force for your musclecar or truck.