Thread: Which clutch do I need? Chevy engine, Ford Trans

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I'v decided to 'tame' my rat rod as I want more of a driver so I think I will use a Chevy 350. Have access to one and a few parts I can put on it. Trans was bought to use behind a 460 and it is a T-18 long tail out of a 1987 Ford truck. I know that it can be made to fit with a few mods and a new bolt hole in the Chevy bellhousing, but what do I do with for a clutch?

Use a Chevy pressure plate and a Ford clutch disc and whichever throw out bearing works. Don't forget to check the pilot bearing

Ok, that makes sense. So like if I use an 11" clutch, I get an 11" ford clutch and a pressure plate for a 11" Chevy clutch. Novak adapters makes a conversion pilot bearing and if my thinking is right, the throwout bearing should be a Ford part for a truck w/ T-18 4spd

Yes, that sounds right and you'll have to fabricate your clutch linkage, but you probably already knew that. Good luck.

Originally Posted by Matt167

Ok, that makes sense. So like if I use an 11" clutch, I get an 11" ford clutch and a pressure plate for a 11" Chevy clutch. Novak adapters makes a conversion pilot bearing and if my thinking is right, the throwout bearing should be a Ford part for a truck w/ T-18 4spd

You may want to compare the throwout bearing that goes with that Chevy pressure plate to the Ford bearing. The throwout bearing fits around the tranny input shaft, but it rides on the pressure plate fingers, thus the critical dimension may be Chevy? Not sure, just typing while thinking about it, which could be dangerous....

Originally Posted by rspears

You may want to compare the throwout bearing that goes with that Chevy pressure plate to the Ford bearing. The throwout bearing fits around the tranny input shaft, but it rides on the pressure plate fingers, thus the critical dimension may be Chevy? Not sure, just typing while thinking about it, which could be dangerous....

Shouldn't be a problem, the main difference in the throw out bearing is how the clutch fork attaches

I could easily buy a whole slew of throwout bearings to get one that worked. They don't cost that much. As far as a clutch linkage, I was planning on a hydraulic clutch kit. Either a Novak adapters kit which includes a slave, hydraulic clutch fork and a mount or buy a Chevy-landcruiser bracket from Advance Adapters that puts a factory adjustable Toyota slave cylinder on a Chevy bellhousing and then I can buy an OEM or aftermarket hydraulic clutch fork and a slave at the parts store

I did have an idea tho. If I had a machinist drill a flywheel for a Ford pressure plate, can't I keep it all Ford except the pilot bearing?

Originally Posted by Matt167

I could easily buy a whole slew of throwout bearings to get one that worked. They don't cost that much. As far as a clutch linkage, I was planning on a hydraulic clutch kit. Either a Novak adapters kit which includes a slave, hydraulic clutch fork and a mount or buy a Chevy-landcruiser bracket from Advance Adapters that puts a factory adjustable Toyota slave cylinder on a Chevy bellhousing and then I can buy an OEM or aftermarket hydraulic clutch fork and a slave at the parts store

I did have an idea tho. If I had a machinist drill a flywheel for a Ford pressure plate, can't I keep it all Ford except the pilot bearing?

I'd go hydraulic and why would flywheel adapted to fit aFord pressure plate? That takes all of the fun out the expression you'll get from the local auto parts counter guy when you tell him you need a Chevy pressure plate and a Ford clutch disc

It will be hydraulic, whichever setup I use. Not going to even attempt to fabricate a mechanical linkage.. As for the look on the auto parts counter person's face. It won't work any more as he's used to it. He will get whatever I need, go thru the parts books to find something that will work.. In the past I have made it easier on him by looking up applications on rockauto or Napaonline to find what was needed, then going to him to order the stuff based on my findings. Makes it quicker.. Even his wife ( they own/ run the place togther, been open since 1948 ), tho she can't get everything I need, if I know what I'm looking for, she has no problems ordering parts for 10 different cars so I can put whatever it is I'm working on togther... I could go to Advance Auto and ask for a price on what I need to get a laugh.
I'm actually in the middle of doing a motor swap on a 1999 Subaru Legacy using a 1996 2.2L motor to replace the toasted 2.5L ( common swap and I got the car cheap ) He has no problem's ordering parts for both as long as I give him the right applications for which parts I'm ordering.

Matt, you might check the pressure plate offerings. Seems to me that the one I got for the 302 was dual mounts on the tabs - mounting tabs were wide, and there were two different mounting bolt patterns drilled. Not sure any are combo Chevy/Ford, but if I were making clutches I'd sure look at that option to reduce my inventory.

Good idea. I know some Hayes flywheels are drilled for Ford 3 finger clutches, so it might just work the other way.. I actually had thought about getting a Chevy clutch that would match the trans, but the trans comes up as having a 10 spline 1 1/16" input shaft, and the only GM part that matches that is one that goes to a 3.9L Diesel in the P-30 chassis which is the 4BT Cummins, so it won't work..

I'm really going to need a spread sheet to keep track of what parts I used so when I break it, I will know what to buy.

I just got a Bellhousing (P/N 3858403 ) off Ebay for $52 shipped. It is crack free and rings like a bell so it's good. Problem I'm having trouble understanding is, by Novaks description I have to drill and tap a new hole to match the Ford trans, and the other 3 holes will line up with a little work to the trans.. The bellhousing has thick castings where the bolt holes are and they are only about as big as the bolt holes are, and if I drill outside of those castings, it will be in thin aluminum.. Do I need a different bell or could I tap it, then use a stud and back it with a nut and a washer?

I would guess you need a different bell housing. Your main concern should be the pilot beg. and pilot shaft alignment. If some one told you this would work I'd be knocking on there door. Seems like a lot of work to me

Originally Posted by cffisher

I would guess you need a different bell housing. Your main concern should be the pilot beg. and pilot shaft alignment. If some one told you this would work I'd be knocking on there door. Seems like a lot of work to me

It's actually information from Novak adapters. They sell bearing retainers that fit the Chevy bell and Chevy- Ford pilot bushings..

From Novak's description
"Transmission Front Face Bolt Holes
On the front face 1966 and newer Ford four-speed transmissions, the upper two mounting holes are each about 1/4 of a bolt hole off from the upper two holes in a GM bellhousing. If the holes in the Ford transmission ears are filed to be slightly elongated, they will match up with their mountings to the GM bellhousing. It may be recommended at this point that you test fit the transmission to the detached bellhousing, which will facilitate the next step.

On the lower front face of the Ford transmission are two ears that, if stock, are undrilled. The lower left ear can be drilled to easily match the hole in the lower left of the GM bellhousing. The right ear can then be drilled. It will not meet up with any hole in the GM bellhousing, so it is necessary that you drill and tap one to match. Use the same size bolt as you do for the other three. If you are not equipped with the tapping tools or the disposition to tap a good, clean set of threads, you may take this to a machinist as well. "

My transmission was sold as coming out of an '87 F-150 so it should work.. I have a Ford 351/400 4spd bell I can check to see how far off it really is

Seems to me that you have it under control, good luck