E2 – Smooth Shifting Clutch Story

by Rich Bakula

My 1965 Tiger (Serial No. B9473202) developed an extreme case of chewed flywheel teeth. This was probably started about 12 years ago by a starter gear, which was hanging up on the shaft.

When my mechanic (Gary Turner at GT Automotive) took everything apart, we also discovered that the clutch disc had just had it, after 16 years and 110,000 miles of service. You could see the wear indicator marks in the face, but you couldn’t feel them!

The only thing we could tell about what we had was the flywheel part no. of C30E-6380B with 159 teeth and a 10 1/2 inch clutch with no part numbers on either the disc or pressure plate.

Armed with Walt Tetrahedra’s Tech Tip from the June 1981 issue of the TE/AE Newsletter and the S.T.O.A. Tech Tip, “Ford Muscle Parts Clutch,” from April 1977, we decided to try for a Hays factory rebuild on the clutch, and blissfully called the machine shop in Orlando about a new ring gear.

Gary was able to contact the Hays factory in Cleveland, Ohio, to arrange for a rebuild. The person he talked to was Ray Van Dame at (216) 398-8300. Gary told Ray about the problem with the Hays clutch installed in a Tiger reported in Walt Teichgraber’s Tech Tip, and Ray was surprised to hear this, but said he would look into it.

Gary also asked for lighter springs, as we felt that what we had was 1,900 1b. springs (i.e., a Boss 302 unit). Gary measured all the critical dimensions, put a special identification mark on each piece and shipped it off to Cleveland.

What we got back was my original clutch (with our ID marks) all beautifully rebuilt! The invoice was for a “P/N” 40-107 Clutch Disc ($35.44) and “P/N” 41-200 Clutch Pressure Plate ($98.60). Gary said this was $35 less than a new Hays clutch, which probably wouldn’t have worked, anyway.

The rebuilt clutch has a lighter touch, yet engages firmly. It has a different feel on disengagement, however, which eases pedal pressure at high RPM (much as described in the second paragraph of the above-cited S.T.O.A. Tech Tip).

Whatever was done to it seems like the right formula to me!

The flywheel proved to be a little more puzzling and difficult. The word came back from Orlando that the ring gear had to have either 157 or 162 teeth-not 159! Gary counted it three more times 159, 159 and 159. I called Tiger Tom who said to use a 162-tooth ring gear for replacement, but Gary and I felt uncomfortable with this solution. The machine shop finally found the proper ring gear at “Ford Special Parts” in California. I have no information beyond this. Perhaps someone will be able to fill in the details. We were invoiced for a P/N C202-6384B (This could be an erroneous translation of the Ford P/N C30E-6380B) ring gear at $49, plus $25 for labor. Everything works perfectly, and I’m very pleased that we (Gary did it) were able to accomplish this project successfully on the first try, at a reasonable cost, while maintaining absolute originality.

By the way, Gary was able to do this work without removing or disturbing the engine, or any of its components, probably in a similar fashion as was done by Walt Teichgraber and Scott Woerth.

Note:

The Tiger flywheel (C30E-6380B) is no longer available. C30E-6480B is the casting number of the flywheel used on the Tiger. The part number for this unit is C40Z-6375-A. It comes with the 160-tooth ring gear P/N C20Z-6384-A. You can use both the 10″ clutch and a 10 1/2″ clutch such as the LAT-60 on this flywheel.

Suggestion:

If the part that you are looking for is no longer available under the original part number, a good place to find a replacement part is in an interchange manual. The two most common interchange manuals are Mitchell’s and Hollander’s. If you can’t find a copy at your local library, try your friendly neighborhood junkyard.

Editors note: Prices mentioned in this article have obviously increased.