The RAM HDX Clutch sets are the perfect performance upgrade for your daily driver/hot rod Mustang 4.6L. The RAM HDX Pressure Plate features an increased clamp load over the stock pressure plate while maintaining a great pedal feel. The RAM HDX Clutch Disc is faced with the 300 series friction material on both sides & features a 5 spring center hub for excellent shock absorption. The 300 series material consists of steel backed organic facing material that greatly increases rotational strength.
Use RAM HDX Clutch Sets for 4.6L 2V or 4.6L 4V Mustangs with bolt on mods and mild power enhancements. This Clutch is perfect for street/strip applications but is not recommended for use with slicks.
The clutch set includes a 11" clutch disk & pressure plate, a release bearing, & an alignment tool.
Video: Mustang Clutch Kit Buyer's Guide for RAM Clutches
Published on 2011-04-30
Ram offers a wide selection of Mustang performance clutches, flywheels and accessories. They also provide Stang community with high quality factory replacement clutches as well. So whether you need to keep a stock clutch feel or need a solution for the drag strip, Ram Clutches has you covered. See the Buyer's Guide below for more details.
Founded in 1971, RAM Clutches has been producing the world's top performing clutch kits and flywheels for street and track driven Mustangs. Each component is developed, improved, and produced in-house to provide the highest performance at the best value. Every RAM product incorporates critical features that are absent from many of the products of those who choose to compete with them.
What is absent on RAM's program is the mythology and hype masking the deficiencies of products produced by others. If you're not viewing this video on latemodelrestoration.com, click below for more information on RAM Clutches.
Video: Mustang Clutch Installation (79-04 Fox Body & SN95)
Published on 2013-10-25
Is the clutch in your Fox Body or SN95 Mustang slipping or making some awful noises? Then it is time to tackle the Mustang clutch replacement project! With the help of LatemodelRestoration.com, selecting the correct clutch, clutch components and installing your new clutch doesn't have to a major headache. We have plenty of tech articles to help you diagnose those all too common clutch problems and issues (see them below). We also have this clutch installation video to help you with your replacing your worn out clutch in your Stang. If at any point you still feel a little lost, you can also call any of our Mustang Enthusiasts customer service reps at 1-866-507-8871.
Installing your new clutch will require roughly a full day from start to finish. Follow along in this video as Jmac walks you through all the major components of this project. Don't forget we have all the most popular clutch kits such as Ram and Exedy Clutches. We also have all the driveline components you need to finalize the installation. These include clutch cables, quadrants, firewall adjusters, flywheels, aluminum driveshafts and hardware.
WHAT MANUAL TRANSMISSION IS IN MY MUSTANG? http://www.latemodelrestoration.com/products/Mustang-Transmissions-What-Transmission-V8-Mustang
MUSTANG CLUTCH KIT BUYER'S GUIDE FOR RAM CLUTCHES http://www.latemodelrestoration.com/products/Mustang-Clutch-Kit-Buyer-Guide
JONATHAN MCDONALD: If you've ever wondered if you could put a clutch in your Mustang, yes you can. And we're going to show you how to do it right in your driveway. Of course, we're going to be on a lift, just so we can film it a little better. But you will need average mechanical skill and a pretty good selection of tools.
Also, beyond your new clutch kit, you're going to either want to have your existing flywheel resurfaced or pick up a brand new one. Couple other things to keep in mind. Depending on the mileage of your car, you may want to go ahead and pick up a new clutch fork, a new pivot stud, new flywheel and pressure plate hardware, a new rear main seal, and a new transmission output shaft seal. If your Mustang is rocking a T5, well, then you probably want to go ahead and upgrade to a steel bearing retainer as well. Follow along. We're going to get started with the disassembly.
Disconnect your battery. Remove the shifter boot and remove your shifter handle. Make sure the transmission is in neutral and the parking brake is off with the car chopped. Jack up the car and support the jack stands.
Mark the drive shaft and pinion flange for orientation, and remove the four drive shaft retaining bolts. Slide the drive shaft out of the car and plug the transmission tail shaft seal. Remove the catback-to-midpipe hardware. Unplug and remove the O2 sensors, if equipped, and remove the two midpipe-to-header retaining nuts per side. Disconnect the smog tube, if equipped, and remove the midpipe from the car.
Remove the clutch cable from the clutch fork. Pull the bell housing-to-cable retaining clip and slide the cable free of the bell housing. Unplug all electrical connectors from the transmission. Remove the speedometer cable and position it out of the way.
Leaving the bolts engaged, remove the two cross-member retaining nuts. Support the transmission with a jack. Remove the four transmission-to-bell housing bolts as well as the cross-member bolts.
Lower the jack and slide out the transmission. Grab some help if you need it. The transmission isn't heavy, but it is awkward.
Remove the two starter retaining bolts and slide the starter out of the way. Remove the two lower block plate bolts, and then remove the six bell housing-to-block bolts. Remove the bell housing from the car. Here you can see the reason our clutch failed was one of the disk hub damper springs relocated itself.
Remove the six pressure plate bolts hanging onto the pressure plate so it doesn't fall on you. Pull the pressure plate and disk off the flywheel. Looks like the disc hub broke, allowing the spring to come free.
Remove the six flywheel retaining bolts, holding onto the flywheel so it doesn't fall, and remove it from the engine. Pull off the block plate. Thoroughly clean everything for inspection.
With everything taken apart, now's the opportunity to slow down and thoroughly inspect everything. Pay close attention, because I'm going to walk you through everything that you're going to want to take a close look at.
Start out with your input bearing retainer on your transmission, especially if it's a T5.' If it's stock, it's probably worn, has several grooves in it, and you'll want to go and upgrade it to a steel bearing retainer. Ours has already been done sometime in the past, and it's still good to go.
Your bell housing spacer plate-- if you notice any wear around the starter hole, through it away, put in a new one. An egg-shaped starter hole will cause your starter bolts to come loose, and you'll probably even have engagement issues between the starter and the flywheel.
Inside your bell housing, thoroughly clean and inspect your pivot stud and clutch fork. If either one needs replacement, replace both. That way you don't have wear issues down the road.
On the back of the motor, take a look at your rear main seal. If it shows any signs of dampness, replace it. All this stuff has to come out to get to it anyway, so you might as well do it now. Same thing with the pilot bearing. If there's any signs of wear, just go ahead and replace it. you. can run up your local parts store and rent you a slide hammer and a pilot bearing tool, and it'll make the job extremely easy.
If your car still equipped with a stock clutch cable and quadrant, it really is time to go ahead and upgrade to an aluminum quadrant and an aftermarket adjustable cable. If you already have an aftermarket adjustable cable and it's got some years on it, and it feels a little bit draggy, go ahead and replace it. It'll make your new clutch feel a whole lot better, and it'll keep you going down the road without any failure opportunity later on.
If your flywheel has a nice hue of purple and blue little check marks all over it, go ahead and chunk it. It's not worth resurfacing, because those spots are now hard spots, and it will not wear evenly, even if you have it resurfaced. If it shows just normal rotational wear, we do have the option to drop it off at a machine shop and have it resurfaced, or you can go ahead and replace it with a brand new unit.
Take a look at all of your hardware. If there are any rounded-off heads, any stripped threads, get new hardware. You don't want to have anything break or strip out on you when you're going back together.
For all you '79 to '85 owners, this is for you. Because this car is an '85, it still had the original 10-inch clutch in it. This is a perfect opportunity to go ahead and upgrade to the 10 and 1/2-inch that would be found in an '86 to '95 Mustang. This literally is just bolting on new parts, as the flywheels are the same diameter and the same bolt pattern, so they'll bolt right onto the crankshaft. You will need a 10 and 1/2-inch clutch, obviously, and you will need new clutch hardware.
The difference is on the '79 to '85, the hardware is standard thread and it has a shoulder on the bolt, and that's what locates the pressure plate. On the '86 to '95 10 and 1/-2inch version, there's actually dowel pins in the flywheel to locate the pressure plate, and it uses metric bolts to retain it to the flywheel.
Once everything is thoroughly cleaned, inspected, and replaced if necessary, now you can go back together with your new clutch. If you're looking for more tech videos for your Mustang or Lightning, be sure to subscribe to latemodelrestoration.com to see everything we have coming down the pipe.
If replacing the rear main seal, simply pry it out of place, clean the area, lightly lube the new seal, and tap it into place, being careful not to damage the lip of the seal on the crankshaft flange.
If replacing the pilot bearing, use a slide hammer and pilot bearing tool to remove the pilot bearing. The center roller of the bearing will come out first. Then reinstall the tool and remove the outer shell. Tap the new bearing into place.
Position the block plate back onto the bell housing dowel pins. Align the flywheel holes. Don't worry-- it'll only go on one way. Install the six bolts using thread sealer and torque to 75 to 85 foot pounds. Quick tip-- you can use a couple of pressure plate bolts and a pry bar as a flywheel holder when tightening the flywheel bolts.
Make sure the pilot bearing has enough grease and spray down the flywheel with brake cleaner and thoroughly wipe it down. Install the three pressure plate locating dowel pins into the flywheel. Apply a very light threadlocker to the pressure plate bolts.
Slide the supplied alignment tool into the clutch disk. The raised part of the disk faces away from the flywheel. Engage the pressure plate onto the dowel pins and loosely install the six pressure plate bolts. Make sure the disk and alignment tool are still centered and torque the pressure plate bolts to 12 to 24 foot pounds in a cross pattern.
Remove the alignment tool. Apply grease to the pivot stud pocket on the clutch fork along with a thin film in the areas that the throwout bearing is going to contact. Slide the throwout bearing into place and apply a very thin film of grease to the face of the bearing and a little to the top of the pivot stud. Engage the fork onto the pivot stud. Reinstall the bell housing and torque the six large bolts to 39 to 54 foot pounds.
Install the two small lower bolts. Apply a thin film of grease to the input shaft and the bearing retainer sleeve. Don't put too much, as you don't want it to sling out and get all over the clutch disk.
Lift and slide the transmission back into place. Support with a jack. Install the two cross-member bolts. Install and torque the four transmission-to-bell housing bolts to 45 to 65 foot pounds.
Install the cross-member retaining nuts. Tighten them down. Follow up by reinstalling the speedometer cable, electrical connections, starter, clutch cable, midpipe, catback hardware, drive shaft, shifter handle, and boot.
If you're running just an aluminum quadrant and adjustable cable, run up your adjusting nut against the clutch fork until there's no slack, and then give it a couple extra tightening turns. Run up your lock nut and tighten it down. Test the clutch.
Whenever you push the pedal in all the way, if it doesn't disengage all the way to where you can get it in gear, then crawl back under, loosen up your lock nut, tighten up your adjusting nut a couple more turns against the clutch fork. Tighten your lock nut back up. Try it again. Do that until you get a good pedal feel.
If you've thrown a firewall adjuster into the mix, well, then all you need to do is tighten up your nuts down at the clutch fork and then use the firewall adjuster to make all your final adjustments. Screwing it out away from the firewall will tighten up the cable. Screwing the adjuster in toward the firewall will loosen the cable.
And there you have it-- whole clutch installed. Visit latemodelrestoration.com for many more in-depth videos just like this one.
These Mustang clutch kits from Latemodel Restoration are a great way to get your American muscle car in gear! These kits from top brands such as Exedy, Spec D, Ford Racing and Ram include everything you need to replace a chattering, slipping, or worn out clutch. We have various stages to get the perfect performance and feel in your Fox Body, SN-95, New Edge, and S197 Mustang. Choose from stock factory replacement, stage 1, stage 2, stage 3, twin disc, high performance, and extreme performance Mustang clutch kits for your setup. These clutch kits are offered in a variety of kits with options such as flywheels, cables, alignment tools, and throwout bearings. Get everything you need to finish your installation like Mustang clutch forks, alignment tools, pressure plates, and many other clutch related items.
latemodelrestoration.com SVE Performance 5.0 Resto
[MUSIC PLAYING] If you're in the market for a new clutch for your 1996 to 2014 Mustang V8, well, we're going to cover some of the differences in clutches throughout those model years and some of the things you need to look out for. That way you can pick out a new clutch for your Mustang and get the right one the first time.
The first set of differences we want to cover is going to be stages, starting out with Stage 0, or stock replacement. And those clutches are just that-- a stock replacement for a stock car that's doing stock things. Not a clutch that you're going to want to put in a performance car. These clutches are going to have stock pedal effort, and they're going to have perfect driveability characteristics. So this is a clutch that you want to put in your daily driver car that has no mods.
Stepping up from that, you're going to go to your Stage 1. And your Stage 1 clutch is going to have a little bit firmer pedal effort than stock, but not harsh by any means. And the friction material is going to be a little bit more aggressive . These clutches are going to handle up to 400 rear-wheel horsepower, so it'll cover a lot of your bolt-ons and some of your heavier mods. However, a Stage 1 clutch is not going to live very long if you're running drag radials or full slicks. And it's definitely not the clutch you want to put in your car if you're taking it to the track.
Stage 2, that's going to get you into the 500 rear-wheel horsepower capability range. The pedal effort is going to be comparable to a Stage 1, but your disc friction material is going to be upgraded. Typically those clutches either have an aggressive, organic friction material or a dual-friction type, where it's organic on one side, semi-metallic or ceramometallic on the other, or even just a full-on ceramometallic on both sides. These clutches are going to chatter a little bit when taking off, but they will handle some limited use with sticky tires, like drag radials or slicks, at the track. So this would be the clutch that you would want to look at hard if you frequent the drag strip a lot.
Now for your big power-handling capabilities, you can go to a Stage 3, which is still a single-disc clutch. But it is going to have a hard pedal effort. It is going to chatter. It's going to handle up to about 600 rear-wheel horsepower. These clutches, Stage 2 and Stage 3 both, you're going to want to run a billet steel or billet aluminum flywheel, because the aggressiveness of the friction material is going to eat up a stock-type flywheel pretty quickly. Beyond your Stage 3 single-disk, you get into your dual-disk, which that's a whole other video. We're focusing just on single-disc right now, as that is pretty much your most popular.
Now we'll talk out differences in diameters. As you're '96 to 2000 all used a 10 and 1/2-inch diameter clutch, even some of your early 2001s would've still had a 10 and 1/2-inch diameter clutch. Starting in 2001 and carrying all the way through 2014, all your V8 cars are going to have an 11-inch clutch.
On your spline counts, pretty much everything from '96 to 2010 is all going to be a 10-spline, except for like your GT500s, which did have a 26-spline from the factory. Starting in 2011 to 2014 in your Coyote cars, you ended up with an oddball 23-spline. And that comprises your factory-type spline counts.
Now if you're upgrading to a TKO or a Magnum T-56, or even have a '03-'04 Cobra that you've upgraded the input shaft on, then you're going to want to get a 26-spline clutch. And that doesn't matter what year you're running, from '96 to '04, any one of those transmissions or your '03-'04 Cobra upgrade, it's going to require a 26-spline disc.
Any time you install a new clutch, you'll either want to resurface your existing flywheel or purchase a new one. That way you've got a nice true mating surface, so you don't have any defects or performance issues with your new clutch.
Accessories in the box at a minimum. For your '96 to '04 cars, it's going to include a clutch alignment tool and a release bearing. Some clutch kits even include a new pilot bearing. Now for your '05 to '14 cars, most of them only come with an alignment tool.
Now some clutches do include a new performance-style release bearing. And if you see a difference in price on clutches, that's typically what it is in the '05 to '14 range, is the inclusion of that new hydraulic release bearing. A new hydraulic release bearing typically is not required with your Stage 1 or Stage 2 clutch upgrades. Getting into a Stage 3, you might want to look at something like a performance unit from either Exedy or RAM.
Finally, I want to talk about differences in pressure plate bolts, and even the number of bolts. Your 10 and 1/2-inch clutches are all going to be six-bolt pressure plates, and they're going to use a smaller standard-thread bolt. Starting with your 11-inch clutch, you're going to retain a six-bolt pressure plate, but you're moving up to a larger metric bolt.
That metric bolt carries all the way through to early 2011, while in late 2011, Ford went to a nine-bolt pressure plate. It kind of threw things off a little bit. Nobody was used to seeing that. But that nine-bolt pattern did carry through to 2014. A lot of your aftermarket flywheels are going to be the nine-bolt pattern. Don't worry-- a six-bolt pattern, '11 to '14 clutch, will bolt right up to a nine-bolt pattern flywheel with no issue.
For more clutch information and to pick up a new clutch for your Mustang, be sure to check out latemodelrestoration.com.
Ram - Clutches, Clutch Kits, & Billet Flywheels
For over 35 years, RAM has produced the world's top performing competition and street performance clutch systems. They have developed, improved, and produced in house, tried and true clutch components and systems that provide the highest performance value for your Mustang. Today, every RAM product incorporates critical features that are absent from many of the products of those who choose to compete with them. Shop Latemodel Restoration to get performance RAM clutch kits, flywheels, and pressure plates.
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