Centerforce and ACT 
Clutch Warranty Info

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Road Race Engineering Warranty - Parts cannot be warranted beyond the warranty of the manufacturer, when not manufactured by Road/Race. Any products found to be defective in workmanship or materials will be repaired, exchanged, or replaced at the sole option of Road Race Engineering, after inspection and approval. Road/Race is liable for only the cost of the part(s) supplied, not for any additional expenses incurred such as labor, lost time, shipping, or other parts damaged. Please read below for the specific warranties offered by Centerforce and ACT for their clutches. 

Centerforce® Warranty

Limited Warranty

CENTERFORCE® CLUTCH products are warranted to be free from defects in material and workmanship for a period of (90) days from the date of purchase. CENTERFORCE® CLUTCHES does not warrant or make any representations concerning its products when not installed and used strictly in accordance with the manufacturer’s instructions for such; installation and operation, and in accordance with good installation and maintenance practices of the automotive industry.

CENTERFORCE® CLUTCHES will not be liable for labor charges and other intangible or consequent losses that might be claimed as a result of the failure of any part, nor shall it be liable for damages or injury to persons or property resulting from misuse or improper installation of any such part subject to this warranty.

No merchandise may be returned for any reason unless prior return merchandise authorization number (RMA) has been obtained from CENTERFORCE® CLUTCHES.

CENTERFORCE® CLUTCHES reserves the right to examine all parts returned for warranty claim to determine whether or not any such part has failed because of a defect in material or workmanship. CENTERFORCE® CLUTCHES obligation under this warranty shall be limited to repairing, replacing or crediting, at its option, any part found to be so defective, regardless of whether any part is repaired, replaced, or credited under this warranty. Transportation charges on the return of such part must be prepaid by the customer under this warranty. There are no other warranties, either expressed or implied, which extend beyond those set forth in the preceding paragraphs.

YES! FLYWHEELS ARE SUBJECT TO HEAT, SCORING AND WARPING DURING USE, THEREFORE THE FLYWHEEL SHOULD ALWAYS BE PROPERLY RESURFACED OR REPLACED TO ASSURE GOOD CLUTCH PERFORMANCE. RESURFACING MUST BE PERFORMED ON A QUALIFIED FLYWHEEL GRINDING MACHINE. CENTERFORCE DOES NOT RECOMMEND RESURFACING FLYWHEELS ON A LATHE OR A BLANCHARD GRINDER. ALSO, BE AWARE THAT USING A HAND-HELD ELECTRIC OR PNEUMATIC GRINDER/SANDER OR SCUFFING THE SURFACE WITH SANDPAPER DOES NOT CONSTITUTE A PROPERLY RESURFACED FLYWHEEL. REFER TO YOUR FACTORY SERVICE MANUAL FOR SPECIFICS ON YOUR VEHICLE REGARDING FLYWHEEL RESURFACING AND SPECIFICATIONS (FLAT, STEP, ETC.).SOME VEHICLES REQUIRE NEW REPLACEMENT FLYWHEELS INSTEAD OF RESURFACING. PLEASE CONSULT THE FACTORY SERVICE MANUAL OR CALL OUR TECH. LINE AT (520) 771-8422 IF YOU HAVE ANY QUESTIONS

YES. IT IS RECOMMENDED TO PROPERLY SEAT IN THE NEW PRESSURE PLATE & DISC ASSEMBLY TO ASSURE GOOD CLUTCH PERFORMANCE. CENTERFORCE RECOMMENDS 450-500 MILES OF IN TOWN STOP AND GO TYPE OF EASY DRIVING BEFORE APPLYING FULL POWER. IF YOUR DRIVING CONSISTS OF MAINLY HIGHWAY TYPE USE, THE BREAK IN PERIOD SHOULD BE LONGER THAN THE 450-500 MILES. IF THE BREAK IN PERIOD IS NOT PROPERLY FOLLOWED, CLUTCH LIFE AND PERFORMANCE CAN BE SACRIFICED.

NO. DUAL FRICTION DISCS ARE CUSTOM BUILT AND DESIGNED TO BE USED WITH SPECIFIC PRESSURE PLATE ASSEMBLIES. THE PRESSURE PLATE ASSEMBLY AND CLUTCH DISC SHOULD ALWAYS BE REPLACED AS A MATCHED SET. IF THE DISC HAS WORN OUT, SO HAS THE PRESSURE PLATE.

ALL RELATED CLUTCH PARTS SHOULD BE CHECKED FOR WEAR OR POSSIBLE PROBLEMS. THE CLUTCH LINKAGE STARTING FROM THE CLUTCH PEDAL BUSHINGS TO THE BELL CRANK (Z-BAR) TO THE CLUTCH FORK AND PIVOT BALL SHOULD BE INSPECTED FOR WEAR AND DAMAGE, ANY QUESTIONABLE PARTS SHOULD BE REPAIRED OR REPLACED. IF YOUR VEHICLE USES A HYDRAULIC LINKAGE SYSTEM, CHECK FOR ANY HYDRAULIC LEAKS AS WELL AS WEAR ON THE PUSH AND PULL RODS OPERATING THE HYDRAULICS AND ALL HOSES. HYDRAULIC SYSTEMS (ESPECIALLY ONES WITH HIGH MILEAGE) MAY HAVE INTERNAL LEAKAGE (PAST THE MASTER AND/OR SLAVE PISTON SEALS). KEEP IN MIND THESE ARE TOUGH TO DIAGNOSE BECAUSE THERE MAY NOT BE VISIBLE EXTERNAL LEAKAGE. IF YOUR VEHICLE IS CABLE EQUIPPED, THE CABLE SHOULD BE CHECKED FOR DAMAGE, STRETCH, EXCESSIVE RESISTANCE OR BINDING. IF FOUND TO BE DEFECTIVE THE CABLE MUST BE REPLACED. REFER TO YOUR VEHICLES SERVICE MANUAL FOR FACTORY SPECIFICATIONS. REGARDLESS OF YOUR VEHICLES LINKAGE TYPE, PAY PARTICULAR ATTENTION TO ANY SIGNS OF WEAR OR GALLING ON THE THROWOUT BEARING COLLAR.

CHATTER PROBLEMS CAN BE CAUSED BY MANY PROBLEMS. POSSIBLE CAUSES MAY BE AS FOLLOWS:

1. FLYWHEEL HAS EXCESSIVE RUN-OUT.
2. FLY WHEEL WAS NOT RESURFACED BEFORE THE NEW CLUTCH WAS INSTALLED.
3. FLYWHEEL WAS RESURFACED IMPROPERLY OR HAS IMPROPER SURFACE FINISH.
4. FLYWHEEL HAS SEVERE HARD SPOTS OR HOT SPOTS.
5. FLYWHEEL RESURFACED IMPROPERLY (I.E. INCORRECT FLYWHEEL STEP).
6. DAMAGED OR EXCESSIVELY WORN CV JOINTS.
7. BAD U-JOINTS IN DRIVE SHAFT OR U-JOINTS MISALIGNED.
8. EXCESSIVE BACKLASH IN DIFFERENTIAL.
9. EXCESSIVE DRIVE-LINE ANGLE.
10. BAD LEAF SPRINGS, BUSHINGS OR MOUNTS.
11. IMPROPER GEAR RATIO VERSUS TIRE DIAMETER.
12. DEFECTIVE PRESSURE PLATE AND/OR DISC.
13. DISC HAS INADEQUATE OR NO MARCEL (NOT ENOUGH CUSHION BETWEEN THE FRICTION FACINGS).
14. OIL OR GREASE CONTAMINATION ON CLUTCH FACINGS.
15. WORN OR DAMAGED CLUTCH LINKAGE.
16. BENT COVER ASSEMBLY AND/OR DISC .
17. IMPROPERLY TUNED ENGINE.
18. WORN OR DAMAGED ENGINE MOUNTS OR TRANSMISSION MOUNTS. 

IMPROPER CLUTCH RELEASE CAN BE CAUSED BY MANY PROBLEMS. POSSIBLE CAUSES MAY BE AS FOLLOWS:

1. CLUTCH LINKAGE NOT PROPERLY ADJUSTED OR RESET.
2. FLYWHEEL NOT SURFACED BEFORE NEW CLUTCH INSTALLED.
3. FLYWHEEL SURFACED IMPROPERLY (I.E. INCORRECT FLYWHEEL STEP).
4. FLYWHEEL MACHINED TOO THIN OR NOT MANUFACTURED TO STOCK(O.E.M.). SPECIFICATIONS.
5. LINKAGE WORN OR DAMAGED.
6. HYDRAULICS DEFECTIVE, LEAKING OR THERE MAY BE AIR IN THE SYSTEM.
7. CABLE STRETCHED OR DAMAGED.
8. IMPROPER CLUTCH FORK GEOMETRY DUE TO FLYWHEEL BEING TOO THIN OR BELLHOUSING DEEPER THAN STOCK (BELLHOUSING BALL STUD MAY NOT BE ADJUSTED PROPERLY).
9. PILOT BUSHING BINDING DUE TO IMPROPER BELLHOUSING ALIGNMENT, BELLHOUSING DAMAGED, OR LOOSE.
10. CLUTCH DISC INSTALLED IMPROPERLY.
11. CLUTCH DISC HUB RUBBING AGAINST FLYWHEEL BOLTS.
12. CLUTCH DISC BINDING ON INPUT SHAFT.
13. INPUT SHAFT BENT CAUSING CLUTCH DISC RUNOUT.
14. PRESSURE PLATE ASSEMBLY AND/OR CLUTCH DISC BENT OR DAMAGED.
15. CLUTCH DISC IS TOO THICK/ OR HAS EXCESSIVE MARCEL (TOO MUCH CUSHION BETWEEN THE FRICTION FACINGS).
16. PRESSURE PLATE HAS DEFECTIVE OR DAMAGED TORQUE DRIVE STRAPS.
17. DAMAGED, WORN, OR IMPROPERLY INSTALLED PILOT BUSHING/BEARING.
18. OIL OR GREASE CONTAMINATION ON CLUTCH FACINGS.
19. DAMAGED OR WORN THROWOUT BEARING COLLAR. 

ACT Warranty Information

Terms and Conditions

ACT Technical Bulletins

TB #1: Racing with ACT Pressure Plates
	Advanced Clutch Technology clutches are made to replace the stock units in order to increase the torque capacity of the clutch. For many applications they can also be safely used for racing. Your safest route is to follow the recommended RPM limits set by the automobile manufacturer, do not allow the clutch to overheat, and conform to all rules set by the sanctioning organization. For high RPM applications you may want to consider using a belhousing scatter shield to eliminate chances of personal injury. Many of our clutches have ductile iron facings which can handle high RPM, however ACT accepts no liability for clutches used for racing. If you have any questions about an application please call.
TB #2: Release Point Adjustment - Hydraulic System
	On some applications when a heavy duty ACT pressure plate is installed the engage/release point may become closer to the floor. This change may be due to flex caused from the added forces placed on the pressure plate and linkage from the increased pressure. Another cause of this change in release/engagement point may be caused by a disc with excessive marcel. The marcel is the wavy metal between the linings which allow the disc to gradually engage. If the marcel is too wavy it takes extra travel to release and engage. In most cases a small adjustment of the master cylinder pushrod reducing pedal free-play will cure the problem. This adjustment is made by screwing the pushrod farther into the master cylinder to allow it to actuate the cylinder sooner. You may also desire to increase pedal travel by adjusting the pedal stop (when equipped). You should never preload the master cylinder. Good repair manuals include instructions and adjustment specifications which are a great starting point. Adjustments are not usually needed if you are using sintered metallic linings because the lack of a marcel allows for quicker release/engagement.
TB#3: Flywheel Resurfacing, Balancing and Special Mods.
	A smooth and flat flywheel surface is critical to proper clutch operation and longevity. It is extremely important to maintain the proper step in the flywheel when applicable. A good rebuilder will also be able to rebalance the flywheel to insure that the engine will stay smooth and can reach higher RPM without damage to the engine. For racing applications the flywheel may be altered for better performance. For example, a race car with a slow wearing sintered metallic clutch disc may change the flywheel step to put the pressure plate closer to peak pressure because they are not worried about shortening the longevity of the clutch. Some people choose to have the flywheel lightened for quicker throttle response. These jobs should be left to an expert performance clutch rebuilder who can properly analyze the characteristics of the flywheel, pressure plate and disc used. Flywheel resurfacing, balancing and special modifications are available at ACT.
TB#5: Improve Disengagement on Turbo Eclipse/Talon/Laser and Galant VR4
	First refer to TB#2.  Then if you still need to improve disengagement, here are some common areas to examine. For First Generation ‘89-94 – 1st - Examine the pedal assembly.  It has been found that the lever arm connection to the pedal cross shaft wears down and decreases the distance the push rod travels in to the master cylinder.  Replace the lever arm or pedal assembly as needed.  2nd – Examine the T.O. Bearing for proper lubrication on the guide tube and clutch arm pivot ball.   And 3rd – The rubber hydraulic line can be replaced with a steel braided line for better action. For Second Generation ‘95-99 – 1st – These cars have an accumulator cylinder that operates between the master cylinder and the slave cylinder which is designed to reduce feedback to the driver and therefore increases travel requirements.  Consider bypassing this device to decrease the travel requirements and give the driver more feedback.  2nd – Due to a manufacturer’s defect, the crankshaft design tends to prematurely wear the thrust bearing on some engines. It is commonly referred to as a “walking crank”.  This does not happen on all vehicles, but is frequent enough to be mentioned.  3rd - Examine the T.O. Bearing for proper lubrication on the guide tube and clutch arm pivot ball.   And 4th – The rubber hydraulic line can be replaced with a steel braided line for better action.

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Contact Road///Race Engineering
15542 Graham Street
Huntington Beach, CA 92649
Tel (714) 899-1220   Fax (714) 899-1222
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