Baggerboy Posted January 17, 2012 Report Share Posted January 17, 2012 Im getting ready to change my clutch in my 87. I would like to know which clutch i have the 240 or 225mm with out having to take it out and messure it. I would also like some recommands on a good clutch setup. Nothing to extreme but better than stock. Thanks Quote Link to comment Share on other sites More sharing options...
Frenchi934 Posted January 17, 2012 Report Share Posted January 17, 2012 i believe 87 is a 225 Quote Link to comment Share on other sites More sharing options...
19cturbo Posted January 17, 2012 Report Share Posted January 17, 2012 87 should be 225 unless its been changed before, im pretty sure you can measure from the dowels to the edge of the flywheel, i think if its 10mm its a 240 if its more than its the 225 Quote Link to comment Share on other sites More sharing options...
Ron Burgandy Posted January 17, 2012 Report Share Posted January 17, 2012 Which is better and are they interchangeable through out the years? Quote Link to comment Share on other sites More sharing options...
19cturbo Posted January 17, 2012 Report Share Posted January 17, 2012 They are all interchangable, you cant put a 225 clutch on a 240 flywheel, but you cant take and put a 240 flywheel and clutch in your 87 if you would like, bolt and go. The 240 would obviously be better it has more surface area therefor should hold more power. Quote Link to comment Share on other sites More sharing options...
Shelby Posted January 21, 2012 Report Share Posted January 21, 2012 a stock 225mm clutch set up will handle oem power but if you up it to slightly more then 88/89 specs the 225 mm clutch will not last long , this is why most guys up grade to the 240mm fly wheel assy,, it can handle more hp with out increaseing the pp pressure,, the higher the pp pressure the more load is place'd on the engine thrust brearings, thus increaseing the wear on that brg,,, very heavy duty 225mm assys can cause worn out thrust brgs in a very short amount of time, badly worn thrust brgs can cause rod to block contact ,,this is bad and can distroy the rod ,crank and block also truck engines have flat top non turbo pistons,, the turbo pistons are very heay duty and can handle a lot of power ,but the larger mass of the turbo piston retains more heat thus the need for piston oilers , also the flat top pistons have high compression this reduces the max amount of boost you can safely run one more thing a real quick rod brg failure is most of the time due to the rod big end being out of round,, always have the rod big ends check'd for out of roundness, it don't takemuch to streach them .003 to .007" out of round, and that is a sudent death for new brgs Quote Link to comment Share on other sites More sharing options...
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