In the Mustang performance arena, a lot of time, effort, and funds go toward finding the right clutch. We research pedal effort, ask about clutch application, and whether it’s an on/off switch, or if it has smooth application. Back in the Fox days, we worried about price. These days, with the newer cars, it seems that all of the clutches on the market are closely priced, its features and benefits we’re most concerned with.
Plus, the technology that goes unto today’s clutches is more advanced. There’s more technology in the materials and a clutch’s overall design. Even in our Mustangs, times have changed. Up until the 2005 models, Mustangs used a cable arrangement. In that arrangement, you had a lot of moving parts. You had the cable, first of all, then a clutch quadrant that was at the top of the clutch pedal. Then at the firewall you had the factory grommet, but as soon as firewall adjusters came along, those things were thrown in the trash in the name of clutch adjustability.
Even the cable itself was sometime a hassle. Sometime they would stretch, or snap in half, which is a lot of fun if you’ve never experienced that. We wouldn’t recommend it, though. With cables, you have adjustable ones, as well, but in our experience the factory Ford cable was the one to go with.
Starting with the 2005 Mustang, the clutch arrangement changed to a hydraulic arrangement, using fluid instead of a cable for clutch engagement. Sure, it took some getting used to, but after a while, as with anything having to do with Mustangs, we realized going hydraulic was actually a good thing. The hydraulic aspect meant the fluid was doing the majority of the work, not our left leg. In the cable days, adding a performance clutch meant we were to expect an increase in pedal effort, but the hydraulic arrangement made that a thing of the past. These days you can have a serious clutch without your left leg looking like Arnold, and your right leg looking like you skipped leg day.
Case in point, Mod Motor Mustang’s main guy Justin Young recently added a Centerforce DYAD DS twin disc clutch to his Shelby GT500, and he reports pedal effort is near stock. However, the clutch is capable of supporting up to 1,300 lbs-ft of torque at the flywheel. That is the advantage of the hydraulic clutch arrangement.
So the hydraulic clutch arrangement makes pedal effort near-stock, but the Centerforce DYAD clutch supports big power. The DYAD clutch is one of those upgrades where it might be the last clutch you have to buy for the car. With the capability to support 1,300lbs-ft of torque, one would really have to go crazy with the engine build to come close to that number.
Centerforce’s DYAD DS (Drive System) clutch is a twin disc unit featuring a floating disc and drive disc design with a positive drive floater plate in between the two discs. It has a ball-bearing pressure plate, which is said to be the reason the DYAD clutch is able to support the power it does, while still offering near-stock pedal feel. Centerforce uses a ball-bearing design as a pivot point for the pressure plate diaphragm spring. This ball-bearing design allows Centerforce to increase a clutch’s holding capacity, yet keep both of your legs the same size.
Centerforce tells us the definition of DYAD is two units treated as one; a couple; a pair, or combining power of two. No, the DYAD does not look like a conventional clutch. It is a bit intimidating to look at when you first open the box, but Centerforce shjps it pre-assembled. If memory serves, though, there is protective paper between each plate and disc. But Centerforce also has clear instructions on how the assembly bolts together.
For Young, he left the installation up to the pros at JPC Racing, who no doubt aren’t confused by the Centerforce DYAD clutch’s twin-disc construction. With the Centerforce DYAD DS in his Shelby, Young is able to go ahead and let horsepower upgrades commence.
Centerforce’s DYAD DS twin disc clutch is available for a wide variety of Mustang applications, from Fox all the way up to, and including the latest Shelby GT500 like Young’s.