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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. |
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!
 |
| 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 |  |  |
| 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 |  |  |
| 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. |
 | 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. |  |  |
| 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 |
| Bore | 4.000" |
| Stroke | 3.000" |
| Compression
Ratio | 9.4:1 |
| Piston
to Deck height | 0.005"
below | | Head
Gasket compressed thickness | 0.038" |
| Head
Mill | 0.030"
(59.5 cc) | | Intake
Mill | 0.020"
per side | | Piston
to wall clearance | 0.003" |
| Piston
top-ring end gap | 0.026" |
| Main
Bearing clearance | 0.002" |
| Main
cap Stud Torque | 80
ft.lbs. (ARP lube) | | Rod
Bearing clearance | 0.002" |
| Rod
cap Bolt Torque | 30
ft.lbs. (ARP lube) | | Rod
side clearance | 0.018" |
| Crank
endplay | 0.004" |
| Head
Bolt Torque | 75
ft.lbs. (ARP lube) | | Piston
to Valve Clearance (0.020" lash, 0.038" head gasket) | int.
0.060"
exh. 0.165" | | Valve
Lash | int./exh.0.020"
cold | | Valve
Spring installed height | 1.812"
(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
Block | 1989
5.0 | | Heads | World
Windsor Sr. | | Intake
Manifold | Edelbrock
Victor Jr. | | Carburetor | Holley
750 Double Pumper (0-8156) | | Cam | Crane
Solid Roller (44SR00016) | | Lifters | Crane
Solid Roller (44542-16) | | Retainers
/ Locks / Seals | Crane
(99953-16, | | Valve
Springs | Crane
Dual
(99893-16)
| | Pushrods | Crane
95615-16 (6.750") | | Roller
Rockers | Harland
Sharp 1.6:1 (7/16" stud mount) | | Bearings | Clevite
77Main , Rod, Cam Bearings (std.) | | Pistons | Keith
Black 281 4.00" | | Piston
Rings | Hastings
Powerflex 2M5508 4.00" | | Gaskets |
Detroit
Gasket full set 55611FS
(Fel-Pro 1260 intake) | | Main
Studs | ARP
154-5407 | | Head
Bolts | ARP
154-3701 | | Rod
Bolts | ARP
"Wavelock" 154-6402 | | Oil
Pump | Melling
68HV | | Oil
Pump Shaft | Ford
Racing M-6605-A302 | | Oil
Pickup/Screen | Clevite |
| Windage
Tray | Ford
Racing M-6687-A351 | | Timing
Chain | Cloyes
True Roller C3057XSP | | Harmonic
Balancer | Fluidampr
715221 (50 oz.) | | Waterpump | Flowkooler
1681 (aluminum) clockwise rotation | | Distributor | 1985
Ford Duraspark (steel gear) | | Ignition | MSD
6AL | | Spark
Plugs
| Motorcraft
(0.040" gap) | | Headers | Hooker
Super Comp 1 5/8" primary; 3" collector | | Flywheel | 1989
5.0 (50 oz.) | | Clutch | Centerforce
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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