comp stage 4 is an extremely agressive clutch. OS Giken is another top manufacturer of many driveline parts like Ogura except Im not to impressed with their super single. $1500 clutch and I blew the center hub out of the whole assembly with maybe 280-290whp (estimating) rb25 on 14psi stock turbo. Again, I prefer ACT or Centerforce. If you get a Centerforce, get the Dual Friction. Its kinda like their stage 3 if youre looking to categorize it.
http://centerforce.com/technology.tpl?i ... 2461710226
AWESOME CLUTCH!!

http://intensepower.com/cedufrclkit2.html
Buy me, Im a bada*s!

Are Centerforce really that good?

I haven't really heard much good about them, apparently they aren't very durable compared to the rest.

theyre one of the best clutch manufacturers in the world. theyre very commonly used in Corvettes, Camaros and Trans Ams today. My buddy Chandler has one in his 06 GTO, LQ9 swap, Dart heads, Comp roller cam and Procharged. His clutch is just one step above the stock clutch.
http://www.youtube.com/watch?v=MQi9uR6W ... 347F99B187
It says spec and LS2 but these were what was done before the LQ block and new Centerforce clutch. Vid is after the new motor and clutch.

Ya, I don't really trust what most the V8 guys use...I mean they use Transdapt Wheel spacers......*shudders*.

http://www.youtube.com/watch?v=JFzpV8oYLlM
Also a Centerforce, this is Greg's car. Another LQ9 with LS heads and Comp cam/valvetrain, headers (idk what brand) and tuned by Lane Culver of Culver Auto Specialists.
I know these arent Nissans but this should give you idea of the what this particular manufacturer caters to and the kind holding force it takes to grab these kind of torque mosters.
These guys are big sponsors for the NHRA and NTPA as well. They make good sh*t.

Ya, but aren't they designed so that there's a higher clamp load during high RPM's?

they use counterweights so as engine rpm increases clamping pressure increases

So, how about high torque, low rpm use?

imagine a clutch thats rated for say... 400ft lbs of torque based off its rating by the clamping pressure. how much can it hold while its spinning? 500? 600?

Just googled it up, not a lot of SUV and Jeep guys are liking them...

Seems like it's only good for high rpm engines.

i loved my centerforce in my KA. Agressive engagement but no as bad as the comp stage 3 and 4

Cool, how does it compare to the ACT Xtreme duty pressure plate?

It was wayy to soft for me.

i like the ACT plate in my CA. hold good power and is great to drive. i think the centerforce holds more torque tho

My SPEC has a very stock feel. Easy to engage and it's quiet. IIRC it's rated up to 450 ft lbs. It's very slippable also. Not being able to slip the clutch makes it a no go for me. Just something to think about when you decide.

I have THIS one. It held together fine at 20 psi from a pretty large T4

o your selling me onto that centerforce.its the same price as the spec 3 lol but it doesn't look like a puck disc so im assuming it wont have that jiumppy engadgement like a comp 4. But I'm reading a few negetive reviews on the dual friction on nissans.slips after like 15k. Only good review was for a ram srt lol

the centerforce's do have a smoother engaugement as opposed to a puck clutch being that its a solid disc and clamping force is more evenly distributed. also the counterweights on the clutch allow it to pregressively clamp harder as rpm's increase. say you buy one rated at 400 ft lb. its rated at by its stationary clamping pressure so as the engine speeds up the weights pull outward and increase the clamp pressure as then engine speeds up and begins to produce closer to its peak power. you therefore no longer need such a radical pressure plate to get the desired clamping force and torque rating and you wont sacrifice drivability or put excessive strain on your hydraulics. think of it as a normal stage 3 (like a spec or exeddy) that progressively becomes a stage 4 or 5 when your accelerating and revving hard. it also means that when you increase rpm's to launch your 400ft lb clutch is now capable of holding 450-500. by peak power higher up its able to hold 550ft lbs. these numbers are not exacts but you get the idea of how it works.

yea i completely understand it lol im a engineering major. but the quality of the disc may be its failing point..they say its only 90% more tq capacity but 300whp makes around 325 crank hp which is double the original hp.and then after clutch kicks and launches idk if its going to crap out on me after 10k of abuse plus daily traffic.

thats where the counterweights come in. it holds 90% more torque under its stationary clamping force. For example (these arent exact figures) at 2k rpm itll hold 100% more torque, at 3k itll hold 120% more torque, at 4k itll hold 150% more torque. thats the idea behind it. lets you use a less agressive pressure plate and reduce strain on the hydraulics and pivot ball. ever had one break, it sucks to pull the trans cause a little thread in ball broke. also sucks to have a slave cylinder blow while sitting at a red light. clutch life can greatly depend on how you wear it in, i dont care what anyone has to say about that either. moving parts have to have a chance to wear in to each other, youll learn that in almost any mechanical or machining field. i work in both. ripping a clutch right out the box can result in greatly reduced life.

yea i know that break in period. i did it on my comp and its only failed me once when the disc melted in a 2nd gear burn out. but other wise i like there pressure plate idea but wonder why other companies haven't created a replica of their style or a similar design

patent. copyright infringement is very expensive

Slik, found something you might be interested in ------->http://zilvia.net/f/sale-items/371055-w ... 300zx.html

o thanx.but i wouldnt trust a f1 clutch for anything lol.to much work to change one to be playing with a cheap parts in that dept