My clutch went out last night......I already ordered a centerforce dual friction clutch set but I decided to replace the flywheel too. I was just wandering if I had a 6 or and 8 bolt crank? Did ford only use certain ones for each year? I was told that only the 01 and up mustangs had a 6 bolt crank but I don't want to order the wrong one and be screwed. I have a 98 GT by the way.
so do you know if the 98's had the 8 bolt too?
Going by the year alone will not work. Also, upgrading to the 11" clutch is not needed. Here is how to identify which crank pattern you have:
Romeo built engines have 6 bolts and Windsor built engines have 8 bolts. All Cobra engines have 8 bolts. The 8th character in the VIN is (X) for Windsor engine plant or (W) for Romeo engine plant.
Not only is the 11" clutch not needed, it can cause problems. It can create alignment issues and will in turn be hard on both the pilot bearing and TOB bearing.
And Rickey Bobbey is correct about identifying the number of crank/flywheel bolts.
Either way the 10.5" is the way to go. Whether or not you choose to re-surface the stock flywheel (not recommended) or use a new flywheel, the 10.5" clutch has less rotating mass, is easier on the pilot and TOB bearing and will perform better.
I wonder why my input shaft bearing cam out on my stock 2000 8 bolt setup with the stock 10.5"setup. 11 also offers more friction surface.
Why did your input shaft bearing come out if you were just doing a clutch/trans swap?
A stock 11" clutch holds better than a king cobra 10.5. I know this, because after the I put the 2002 engine in it already had a new 11 stocker on it because of the stock motor failing. Used that for almost a year. Then I went to the aluminum flywheel and 10.5 " KC clutch it had no holding power always slipping.
Don’t mean to interject (since it already seems like you’re in a bad mood) but my guess is that it might have been the aluminum flywheel that was responsible for the bit of slippage you experienced, not necessarily the KC clutch. They may be a lot lighter that the all steel units, but from what I've seen they don’t tend to have the holding power. They give up a little surface area on the friction surface in order to countersink the bolts to mount them to the flywheel. I've also heard of the aluminum flywheel having a tendancy to flex under higher RPM/temperatures in comparison to the steel unit, but I can't confirm or deny this. It seems to just be word of mouth at the track from a lot of the racers in various classes.
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