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PART III: INSTALLATION

Clutch


Centerforce Dual Friction Clutch 10.5"
(Part No. DF920830; Throw-out bearing Part No, 1439)
Dumping the clutch at 5500 rpm on slicks, will burn up most clutches in short order. Having experienced several blown clutches with the previous motor, we decided to seek out a clutch that could hold up to the abuse, but still offer streetability. We contacted Centerforce for their recommendations. They suggested we go with their Centerforce Dual Friction pressure plate and disc for maximum holding power. In fact, Centerforce let us in on a secret and suggested their Dual Friction 920830, which is actually for the 1996-1998 4.6L DOHC Cobra. Even though it is a 10.5" clutch, like the 5.0L, the pressure plate is slightly larger and stronger. In fact, we realized just how large the pressure plate is after we assembled the motor and realized something was binding in the bellhousing. It turned out that our machine shop had welded a small washer on the outside circumference of the pressure plate in order to balance the plate. That was enough to rub some of the indentations in the bellhousing. Fortunately we were able to reach it through the starter hole, and grind it down without having to remove the transmission. Incidentally, our plan is to eventually install a blow-proof bellhousing, so keep an eye out for an article in the near future.

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Even heavy-duty clutches disintegrate after 5000+ rpm launches.
Keep in mind that early Fords use a mechanical style clutch linkage, in which the clutch fork is "pushed" by a rod, rather than pulled by a cable as found in the late model cars. Original clutches for these cars are of the "three finger" style, where the spring pressure is the highest when the clutch is released; exactly where you don't need it! Newer "diaphragm" style clutches work the opposite, in that the spring pressure is highest when the clutch is engaged, providing for greater holding power, and less pedal effort. Centerforce clutches take the diaphragm approach one step further. By using a patented weight system on the Belleville springs, the holding pressure actually increases as rpms go up. Combined with the Dual Friction disc, this is a clutch that is going increase holding power by 90% over stock! The difference was very apparent on the street, and took some getting used to at first. Because the clutch offers virtually no slippage, you have to really pay attention and keep the rpms up when pulling away at low speeds, otherwise once the clutch grabs, you're likely to stall out. We can't wait to get to the track and really put this clutch to the test. We'll let you know in the next article how it feels!

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289/302 3-bolt pulley (left). ASP 4-bolt underdrive pulley (right.)

Pulleys
Because we wanted to retain the stock '67 v-belt setup and clockwise waterpump rotation, we had to have a custom crank pulley made up. We tried scouring the wrecking yards for a set of late 70's 302 pulleys, but were not able to find anything suitable (most had too many grooves, or awkward sizes and offsets.) So we contacted Auto Specialties Performance, better known as ASP, to fab up a custom underdrive crank pulley. The other option is to go with the late-model serpentine setup, which requires the counter rotation waterpump, and a radiator with the lower hose on the drivers side.



Clutch Installation
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Engine plate goes on first. Be sure to use the alignment dowels. New pilot bearing (or bushing) is a must.Use quality ARP bolts for the flywheel. With silicone sealer on the threads, torque to 75 ft.lbs
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Disc and pressure plate go on next using an alignment tool. Note the square weights on the Belleville springs. Torque pressure plate bolts to 30 ft.lbs. Also note, if your machine shop balanced the pressure plate to the flywheel, the should have marked or stamped both so you can line them up properly.
click for larger image!The washer used to balance the pressure plate was enough to cause a clearance problem with the bell housing. We reached through the starter hole and ground it down with a Dremel tool.
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Early "push" type clutch fork and throwout bearing (left.) Late model cable "pull" type fork and TOB (right.) Both are T5 bellhousings.Late model 302 and 351W blocks do not have this boss for mounting the clutch equalizer "Z" bar. You'll need to pay Windsor Fox a hefty price for an adapter bracket. Better yet, weld one up yourself!
Final Build Specifications
Bore4.000"
Stroke3.000"
Compression Ratio9.4:1
Piston to Deck height0.005" below
Head Gasket compressed thickness0.038"
Head Mill0.030" (59.5 cc)
Intake Mill0.020" per side
Piston to wall clearance0.003"
Piston top-ring end gap0.026"
Main Bearing clearance0.002"
Main cap Stud Torque80 ft.lbs. (ARP lube)
Rod Bearing clearance0.002"
Rod cap Bolt Torque30 ft.lbs. (ARP lube)
Rod side clearance0.018"
Crank endplay0.004"
Head Bolt Torque75 ft.lbs. (ARP lube)
Piston to Valve Clearance (0.020" lash, 0.038" head gasket) int. 0.060"
exh. 0.165"
Valve Lashint./exh.0.020" cold
Valve Spring installed height1.812" (acheived using 0.060" hardened shims)
Valve Spring
Open Pressure
145 lbs. (1.272")
Valve Spring Closed Pressure 354 lbs. (1.812")

Final Parts List
Short Block1989 5.0
HeadsWorld Windsor Sr.
Intake ManifoldEdelbrock Victor Jr.
CarburetorHolley 750 Double Pumper (0-8156)
CamCrane Solid Roller (44SR00016)
LiftersCrane Solid Roller (44542-16)
Retainers / Locks / SealsCrane (99953-16,
Valve SpringsCrane Dual
(99893-16)
PushrodsCrane 95615-16 (6.750")
Roller RockersHarland Sharp 1.6:1 (7/16" stud mount)
BearingsClevite 77Main , Rod, Cam Bearings (std.)
PistonsKeith Black 281 4.00"
Piston RingsHastings Powerflex 2M5508 4.00"
Gaskets

Detroit Gasket full set 55611FS
(Fel-Pro 1260 intake)

Main StudsARP 154-5407
Head BoltsARP 154-3701
Rod BoltsARP "Wavelock" 154-6402
Oil PumpMelling 68HV
Oil Pump ShaftFord Racing M-6605-A302
Oil Pickup/ScreenClevite
Windage TrayFord Racing M-6687-A351
Timing ChainCloyes True Roller C3057XSP
Harmonic BalancerFluidampr 715221 (50 oz.)
WaterpumpFlowkooler 1681 (aluminum) clockwise rotation
Distributor1985 Ford Duraspark (steel gear)
IgnitionMSD 6AL
Spark Plugs Motorcraft (0.040" gap)
HeadersHooker Super Comp 1 5/8" primary; 3" collector
Flywheel1989 5.0 (50 oz.)
ClutchCenterforce Dual Friction DF920830



400 Horsepower 302 Menu
Part I Short Block
Part II Induction
Part III Installation
Part IV Dyno Testing
 
 
Contacts

ARP
531 Spectrum Circle
Oxnard, CA 93030
800-826-3045

Auto Specialties Performance
13313 Redfish, #104
Stafford, TX 77477
281-261-5811

Centerforce
Midway Industries
2266 Crosswind Drive
Prescott, Arizona 86301
520-771-8422

Crane Cams
530 Fentress Blvd.
Daytona Beach, FL 32115
904-258-6174

Edelbrock
2700 California Street
Torrance, CA 90503
310-781-2222

Fluidampr
Vibratech, Inc.
11980 Walden Ave
Alden, NY 14004
716-937-3603

Hasting Manufacturing
(616) 945-2491

Holley Performance Products
1801 Russellville Road
Bowling Green, KY 42101
270-782-2900

Flowkooler
289 Prado Road
San Luis Obispo, CA 93401
805-544-8841

KB Pistons
United Engine and Machine

4909 Goni Road
Carson City, Nevada 89706
800-560-4814

Melling
2620 Saradan Drive
P.O. Box 1188
Jackson, Michigan 49204
517-787-8172

 



 
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