1980-1986 Ford Truck Clutch Kit Insights

Thanks for clarifying that you have a cable-operated clutch! That definitely helps narrow things down.

Troubleshooting a Cable-Operated Clutch

Here are a few specific things to check with a cable-operated clutch since they can sometimes be the culprit when your clutch won’t disengage:

1. Cable Inspection: Start by visually inspecting the clutch cable for fraying or damage. If it looks worn, it may need to be replaced.

2. Adjustment: Make sure the cable is adjusted correctly. There should be a little slack when the pedal is at rest. If it’s too tight, it might not allow the clutch to disengage fully.

3. Clutch Pedal Linkage: Check the linkage and pivot points for any wear or binding. Sometimes, a stuck pivot or worn bushing can make the pedal feel stiff and prevent it from moving the clutch fork properly.

4. Clutch Fork Movement: If possible, observe the movement of the clutch fork when you press the pedal. It should move smoothly and fully disengage the clutch. If it’s not moving well, there might be an issue with the clutch fork itself or the pivot point.

Replacement Parts

If you determine that the cable or other components are worn and need replacing, here’s what you’ll typically need:

• Clutch Cable: Make sure to specify that you’re looking for a clutch cable for a 1979 Ford Bronco with a cable-operated clutch. Brands like Dorman or Spectre often have good options.

• Clutch Kit: As mentioned earlier, for the clutch kit, you’ll still be looking for the standard 10.5-inch kit compatible with your T-18 transmission. The clutch kit will include the disc, pressure plate, and throwout bearing.

Installation and Resources

If you’re planning to do the work yourself, be sure to refer to a repair manual for torque specifications and procedures, especially for installing the new clutch components. While the Bullnose Garage YouTube channel might focus on the Bullnose Fords, they often cover basic mechanical principles that can be very helpful for similar tasks.

Don’t hesitate to reach out if you have more questions or need assistance with anything else! I’m here to help you get that Bronco back on the road!

Got it! If the clutch fork isn’t moving enough to disengage the clutch, that’s definitely something we need to address. Let’s go through a few potential causes and solutions:

Possible Causes for Insufficient Clutch Fork Movement

1. Worn Clutch Cable: If the cable is frayed or stretched, it may not be pulling the clutch fork far enough. Replacing the cable could solve the issue.

2. Cable Adjustment: If the cable is too tight or not adjusted correctly, it can prevent the fork from moving fully. Check the adjustment and ensure there’s some slack when the pedal is at rest.

3. Clutch Fork Pivot Point: The pivot point where the clutch fork attaches can sometimes get gummed up or rusty. Cleaning and lubricating the pivot point may help it move more freely.

4. Clutch Fork Wear or Damage: Inspect the clutch fork for any signs of bending or wear. If it’s not in good condition, it may need to be replaced.

5. Clutch Disc Binding: If the clutch disc is binding against the flywheel or pressure plate, it can prevent disengagement. This could happen if the disc is worn unevenly or if there’s debris or rust inside the bell housing.

6. Throwout Bearing Issues: If the throwout bearing is worn or damaged, it may not be applying sufficient pressure to the clutch. Inspecting and replacing it may be necessary.

What to Do Next

1. Inspect the Cable: If you haven’t already, check the cable for wear or fraying. If you find any issues, replacing the cable should be your first step.

2. Adjust the Cable: If the cable looks good, try adjusting it to ensure there is enough free play.

3. Check the Fork and Pivot: Remove the inspection cover (if applicable) and see if the clutch fork moves freely. Lubricate the pivot point and check for any bends or breaks.

4. Examine the Throwout Bearing: If you’re pulling the clutch to check the other components, it’s a good idea to inspect the throwout bearing too.

Community Resources

You might also find additional insights from fellow Bronco enthusiasts on the Bullnose Ford subreddit or forums like the F150 Forum. Sometimes, sharing experiences with others can lead to finding a solution you might not have considered.

If you have any more questions or need further guidance as you work through this, feel free to reach out! I’m here to help you get that clutch sorted out!

Great question! The 351 Windsor and 351 Cleveland engines have different flywheel designs, and they are not directly interchangeable. Here are some key points to keep in mind:

Differences Between the Flywheels

1. Bolt Pattern: The bolt pattern on the crankshafts is different between the two engines. The 351 Windsor uses a 28-ounce imbalance flywheel, while the 351 Cleveland uses a 50-ounce imbalance flywheel, contributing to the differences.

2. Diameter and Tooth Count: The flywheels also vary in diameter and tooth count depending on the starter used. This means that even if you were able to mechanically fit them, they may not work properly with your starter.

3. Starter Compatibility: Each engine type uses different starters, so even if you were to find a way to fit a Cleveland flywheel onto a Windsor, you’d likely run into issues with the starter engagement.

Conclusion

In short, you cannot use a 351 Windsor flywheel on a 351 Cleveland or vice versa. If you’re working on a swap or needing to replace a flywheel, it’s essential to use the correct one for your specific engine model.

If you have more questions about your project or need further assistance, feel free to ask! I’m here to help!

It sounds like you’re dealing with a potential mismatch in pressure plate specifications, which can lead to issues with clutch engagement and disengagement. Let’s break down what you’re seeing and what you can do about it.

Understanding the Measurement

The distance from the clutch fingers to the engine mount surface is critical for proper clutch operation. If your new pressure plate measures 0.40 inches less than the original, here are some potential implications:

1. Engagement Issues: A pressure plate that is shorter could lead to incomplete disengagement of the clutch, making it difficult to shift gears.

2. Clutch Travel: If the pressure plate is not allowing enough travel for the clutch disc to disengage, it might lead to grinding gears or difficulty in shifting.

3. Clutch Fork Movement: A significant difference in pressure plate height may not allow the clutch fork to move properly, preventing full disengagement.

What to Do Next

1. Verify Specifications: Double-check the specifications for both the original and new pressure plates. Make sure they are designed for the same clutch disc and setup.

2. Check Compatibility: Ensure that the new pressure plate is compatible with your 351 Windsor setup. Sometimes, parts that seem interchangeable might have small differences that can lead to issues.

3. Return or Exchange: If you find that the new pressure plate is indeed significantly different and incompatible, it may be best to return or exchange it for one that matches the original specifications.

4. Installation Inspection: If you’ve already installed it, consider removing it and inspecting both the clutch disc and the pressure plate for any wear or damage that might affect the fit.

Community Insights

For more tailored experiences regarding pressure plate measurements and compatibility, checking in on forums like the F150 Forum or the Bullnose Ford subreddit can provide insights from fellow enthusiasts who may have encountered similar situations.

If you have any more questions or need further clarification on this, feel free to ask! I’m here to help get your clutch situation sorted out!

When it comes to choosing a clutch pressure plate for your 351 Windsor, you’ve got several great options depending on your driving style and needs. Here’s a breakdown of some popular choices:

Standard Pressure Plates

1. LUK: Known for their durability and reliability, LUK pressure plates are a solid choice for a standard replacement. They offer good performance for everyday driving.

2. Exedy: Another reputable brand, Exedy offers OEM-quality pressure plates that work well for stock applications.

Performance Pressure Plates

If you’re looking for something that can handle more power or provide a firmer feel, consider these options:

1. Centerforce: Their pressure plates are known for providing increased clamping force, making them suitable for performance applications. The Centerforce II is particularly popular among enthusiasts for its balance of performance and drivability.

2. Spec Clutch: Spec offers various pressure plates that are designed for different performance levels. Their Stage 1 and Stage 2 pressure plates provide increased clamping force without sacrificing too much drivability.

3. McLeod Racing: McLeod pressure plates are respected in the performance community. They offer options that cater to both street and strip applications, providing solid performance under high torque.

Heavy-Duty Options

If you’re planning to tow or engage in heavy-duty tasks with your Windsor:

1. Valair Clutch: Valair specializes in heavy-duty clutches and pressure plates, designed to handle increased loads and provide excellent performance.

2. RAM Clutches: RAM offers heavy-duty pressure plates that can withstand the rigors of towing and performance driving.

Where to Buy

You can find these pressure plates at local auto parts stores or online retailers like Summit Racing, RockAuto, or even Amazon. Just make sure to specify that you’re looking for a pressure plate for a 351 Windsor engine.

Final Thoughts

When selecting a pressure plate, consider your vehicle’s use. Daily driving may not require the same setup as a performance or towing application. Always check for compatibility with your existing clutch disc and other components.

If you have any more questions about your setup or need further guidance, feel free to reach out! I’m here to help you make the right choice for your 351 Windsor!