Centerforce I clutch

Centerforce uses a different pressure plate bolt pattern.

Typically, the Mustang pressure plate has external counterweights that will hit the bellhousing. The Pantera pressure plate does not have these external counterweights.

John

I thought that a pressureplate didn't have counterweights ? The flywheel is balanced, so thought the pressureplate was zero/neutral balanced ?

quote:

I thought that a pressureplate didn't have counterweights ? The flywheel is balanced, so thought the pressureplate was zero/neutral balanced ?

It might be, but the point is the Mustang pressure plate has a different form factor and it will contact the inside of the ZF bell housing and break it, or pieces off of it.

As far as flywheels go, a number of folks have used other aluminum flywheels and had them drilled for the Centerforce bolt pattern, but then the cost of having it properly drilled may negate the savings of buying the non-Centerforce flywheel...

Okey...... Thanks for explaining that.

Any experience with the 3 finger kit from PIM ?
Is it a bolt on to the original flywheel ?

Not to throw a wrench in all the previous posts BUT, when I was young and didn't know any better, I installed a Centerforce MUSTANG clutch into my Pantera.

I didn't know any better and couldn't think of a single reason why it wouldn't work. So I started the engine and low and behold, it didn't hit anything. Now I can't remember if the specific pressure plate I purchased if it had weight assists or not but I could look it up if need be.

But here is the difference, when I went to disengage the clutch, it would only partially disengage. I had a completely stock clutch master and slave. I purchased a long throw slave and ran the mustang clutch for years.

Scott

I also have a Mustang clutch in my Pantera and it works beautifully. It's a McLeod 10.5", 2,600 lb, diaphragm pressure plate with an aluminum friction ring (pt.#: 360048-5A) on a Mustang, 157 tooth, aluminum flywheel.

The bellhousing interference problem with the Mustang clutch applies ONLY to the Long style, 3-finger type of pressure plate.

The outer end of each finger on the Mustang pressure plate does have an additional portion NOT found on the stock Pantera PP.

The additional weight helps in the operation of the pressure plate.

See the shape at the end of the finger at 12 o'clock in this photo?

Now for a stock Pantera pressure plate.

Note the ends of the fingers are no thicker than the finger shafts. No counterweight.

Also note on the inner PP flange, just left of 12 o'clock, the DeTomaso Isis that was stamped (upside down) into the original pressure plates.

Good point Larry!

When we talk about clutches, we always need to specify 3 finger borg & beck style or diaphragm style pressure plates...

quote:

Originally posted by David_Nunn:
I also have a Mustang clutch in my Pantera and it works beautifully. It's a McLeod 10.5", 2,600 lb, diaphragm pressure plate with an aluminum friction ring (pt.#: 360048-5A) on a Mustang, 157 tooth, aluminum flywheel.

A Pantera flywheel is 164 teeth.
When using a 157 teeth flywheel does a corresponding 157 teeth starter need to be used?!...Mark

quote:

Originally posted by 1Rocketship:
[QUOTE]Originally posted by David_Nunn:
I also have a Mustang clutch in my Pantera and it works beautifully. It's a McLeod 10.5", 2,600 lb, diaphragm pressure plate with an aluminum friction ring (pt.#: 360048-5A) on a Mustang, 157 tooth, aluminum flywheel.

A Pantera flywheel is 164 teeth.
When using a 157 teeth flywheel does a corresponding 157 teeth starter need to be used?!

DeTomaso Pantera 1971, 1972, 1973, 1974 Base 5.8L V8 GAS Naturally Aspirated CARB H Aluminum Flywheel; 164 Teeth; Weight 34.3 lbs.; w/Counter Balance;
10.4 in. Pantera Conversion Clutch Size; Evenly Spaced Bolt Pattern~ 11 3/8 in. Between Bolt Holes Directly Across From Bolt Hole Centers
DeTomaso Pantera 1971, 1972, 1973, 1974 Base 5.8L V8 GAS Naturally Aspirated CARB Aluminum Flywheel; 164 Teeth; Weight 34.3 lbs.; w/Counter Balance;
11 3/8 in. Between Bolt Holes Directly Across From Bolt Hole Centers~ 10.4 in. Pantera Conversion Clutch Size; Evenly Spaced Bolt Pattern
DeTomaso Pantera 1971 164 Teeth; Weight 34.3 lbs.; w/Counter Balance;
11 3/8 in. Between Bolt Holes Directly Across From Bolt Hole Centers~ 10.4 in. Pantera Conversion Clutch Size; Evenly Spaced Bolt Pattern
DeTomaso Pantera 1972 164 Teeth; Weight 34.3 lbs.; w/Counter Balance;
11 3/8 in. Between Bolt Holes Directly Across From Bolt Hole Centers~ 10.4 in. Pantera Conversion Clutch Size; Evenly Spaced Bolt Pattern
DeTomaso Pantera 1973 164 Teeth; Weight 34.3 lbs.; w/Counter Balance;
11 3/8 in. Between Bolt Holes Directly Across From Bolt Hole Centers~ 10.4 in. Pantera Conversion Clutch Size; Evenly Spaced Bolt Pattern
DeTomaso Pantera 1974 164 Teeth; Weight 34.3 lbs.; w/Counter Balance;
11 3/8 in. Between Bolt Holes Directly Across From Bolt Hole Centers~ 10.4 in. Pantera Conversion Clutch Size; Evenly Spaced Bolt Pattern
DeTomaso Pantera 1981, 1982, 1983, 1984, 1985 GT5 5.8L V8 GAS Naturally Aspirated CARB Aluminum Flywheel; 164 Teeth; Weight 34.3 lbs.; w/Counter Balance;
10.4 in. Pantera Conversion Clutch Size; Evenly Spaced Bolt Pattern~ 11 3/8 in. Between Bolt

quote:

Originally posted by danishcarnut:
Okey...... Thanks for explaining that.

Any experience with the 3 finger kit from PIM ?
Is it a bolt on to the original flywheel ?

I smoked 2 centerforce clutches before going to the mcleod PIM 3 finger. Love it. It lasted maybe 5 years and I need to replace it now ( my fault; rode it bad trying to load it on trailer)
Will

If you want to use a 157 tooth flywheel, you either need to modify your bellhousing or use an aftermarket bellhousing. You use the same starter though.

quote:

Originally posted by David_Nunn:
If you want to use a 157 tooth flywheel, you either need to modify your bellhousing or use an aftermarket bellhousing. You use the same starter though.

Being that modifying or using an aftermarket bellhousing means incurring additional costs, WHY change from the stock 164 teeth flywheel to a 157 teeth?!, as I personally don't see/know of any added benefit...Mark

The lighter the clutch and flywheel, the quicker the engine revs. I chose the lightest pressure plate I could find, that was practical for street use, and chose the lightest flywheel that would work with it (which happened to be a 157 tooth item). The modification to the bellhousing, required to use a 157 tooth flywheel, is minor.

quote:

Originally posted by David_Nunn:
The lighter the clutch and flywheel, the quicker the engine revs. I chose the lightest pressure plate I could find, that was practical for street use, and chose the lightest flywheel that would work with it (which happened to be a 157 tooth item). The modification to the bellhousing, required to use a 157 tooth flywheel, is minor.

Hello David; I understand your decision to use the 157 teeth aluminum flywheel at 16lbs vs the 164 teeth aluminum flywheel at 18lbs ( according to my research).

I understand your desire for the lightest reciprocating assembly, as I'm currently having a 4MA Cleveland crankshaft machined to utilize Corvette LS7 titanium connecting rods.

When comparing a stock 351c connecting rod to a Corvette LS7 titanium connecting rod, the titanium connecting rod appears to "Flooooooooooooooooat"!!!...Mark