Many people have asked what makes the Rock Star Clutch so different from other clutches currently available? Some of the answers come from a post made on 4 Cycle.com so we thought we would paste that here:

1. We made our own friction discs. We do not use what is currently available from other manufacturers. We made a relationship with a company. They make top fuel friction material. We tested multiple types of steels with 41 different types of friction compounds ranging from organic to non-organic. The result is a friction disc that is not currently available that is really, really good. A disc that produces less slip. A disc that produce more wheel speed on an inertia dyno and a disc that had not wore .001" in 29 hours of dyno testing and 3 race track days.
2. We are using steel material that is not common in other clutches. It decreased our wear. It increased our performance. We tested multiple types of steel material and friction compounds in order to have a perfect match. We started building prototypes 2 years ago.
3. We designed a innovative positive lever angle that is progressive. Meaning the farther it goes, the better it grabs based on weight to angle ratio. The result was a good hit without a bog in the engine. The lever contact angle on the bottom is just as important and the lever angle from the centerline of the pin.
4. Our drive hubs are 1 piece CNC’d 4140 chrome moly material made on a Haas CNC lathe and finished on a Fadal CNC mill. The drive hubs are heat treated in house on all surfaces using a special presoak compound. Our drive hubs Rockwell near 54. The result is no wear on the hub and no wear on the floater. Our drive hubs are WAY less prone to seizing on any type of bronze material. For all those on small drivers, you will have way less driver issues and hub wear issues then before! So the drive hub does not wear like other clutches. They are heat treated in house here with our Rupp heat treat oven. We have full control over the finished product. We did spin methodical spin tests to determine the proper hardness for the bearing surface and the hub teeth where it contacts the floater disc. We also reengineered the key slot. Ours will not crack through the key slot as other clutches have in the past. Our key is smaller than others.
5. Our springs are not what are currently available. We chose a spring that was within 3 pounds on every spring before QC here. Meaning that when we specified the dimensions and criteria for the spring company, they are rejected by us if the variance is over 3 pounds. They are also rejected if they vary in length by .010". They are also rejected is the slant angle is more then 2 degrees from top to bottom. The result, we can pin point assemble a clutch with less then 1-pound difference in each spring. We can do this because our tolerance is less then 1.5 pounds +/-. Where with any other spring we have use in the past, the tolerance had been +/- 5 pounds making it harder to find springs that match within 3 pounds. The result is a consistent pressure exertion by the spring under load. This can improve performance slightly and wear a lot.
6. Our spring retainers, like Bully's, are 6061 material done on a CNC mill. They are within in .001 on each retainer making each spring height accurate.
7. Our drive baskets are really hard and do not wear much. We used high carbon steel material rather then soft material and zinc plating. We utilized a special process to get the drums to a Rockwell hardness rating that would withstand the abuse of the 8-tab disc. There are many types of hardening out there. We chose to go the expensive route to get something that would last longer then what is currently available.
8. Our spring studs are tig welded in under high temperature. This stops the stud from flexing and reducing spring pressure as the clutch gets hot. The pressure plate is normalized after this process.
9. Our lever plates are made from 6061 T6 alloy not 2024 or 50 something. They are hard coat anodized at medical grade. They do not flex as others do and the key thing is that they do not warp. The temperature and flex resistance on 6061 is way higher. Of course the cost is higher but we have a lever plate that does not flex and does not distort. Over time a flexing lever plate will cause the pressure plate to distort and not be positive.
10. Our levers are hard just like the drive hub. They punch just about 56 on the Rockwell C Scale. They do not wear on the lever pins as some other clutches do. They also do not wear much where they contact the pressure plate. That leads me into number 11.
11. The pressure plate is flame hardened using a special charcoal blend. Here, we were able to minimize the dimples that the levers make in the pressure plate over time. As the levers make repeated contact with the pressure plate, they start to make impressions in a soft lever plate which compromises the clutch performance level over time. It compromises the clutches performance level by causing the lever to react in an erratic pattern as it contacts the pressure plate under engagement. What ends up happening is that the clutch will have pulsations in its ability to transfer to the rear wheel under acceleration. This thereby generates heat and causes a marginal friction disc to also react negatively over time. As I said earlier, there are multiple types of hardening process both legitimate and red neck. This process over testing got us a resistant pressure plate. And it was a really long process. We have implemented this same technique on other parts as well. This process is resistant in its compatibility in hardness with the levers themselves. This has greatly minimized the dimple affect in the pressure plate.
12. The backing plate is made from another material that dissipates heat at a consistent rate with the rest of the materials in the clutch. See, we chose a package of materials that would work together more than what we have seen. If the heat is generated at the front and dissipated at the back, the clutch will perform better during the race. The material we chose for the backing plate provides a different level of "plant" for the friction disc as it fully compresses. Ever see how one disc in your clutch is wore then the other? This has been compensated for in the selection of materials. By equalizing the wear between all the vital parts by the choice of steel material and friction material, we have improved performance. If one friction disc is wearing more then the other, there is a design flaw in the clutches ability to impact each part with the best affect. So, if you can make the clutch parts work more in unison, the clutch will perform better. We found that if the clutch discs had uniform wear, contact and pressure exerted from one side to the other, the engagement was more positive, the acceleration rate was faster and the wear was better.
13. We grind our clutches on a high precision cylindrical grinder with coolant. Every clutch is ground on each vital surface. This is how our run out is so low.
14. The hotter the clutch gets, the better it works. Until meltdown.