Dougs headers

My chosen path has been decided. I will be going with the 9.5 setup & mechanical linkage.

Was originally going to use a McLeod flywheel but after talking to their tech line I basically gave up. They list a 6-cylinder 122 tooth flywheel on their website but will offer offer no tech specs on it & say they have no drawings. This is critical because the 6 cylinder bolt pattern & register are different than the V8. They told me the guy with knowledge on these quit- typical of most companies these days. I asked how they make them with no drawings & he said they subcontract them. When I asked who makes them so I could call he said that was confidential but did not want to call himself. He said if I wanted one it would be potluck, just order & see if it fits, however this part is a special order & non-refundable, also over $300. He said if I wanted to make 100% sure it would fit that would be a custom & cost $700!

The reason I wanted a steel flywheel is because I wanted the capability of using a sintered iron disc if needed, McLeod makes a street version for this called the Rev-lok (part # 5205-02) which has very high holding capacity. The stock flywheel would likely not last long with this.

Found a new company, Wilcap, that makes all manner of billet flywheels & has specs for the V8 122-tooth item. They gaurentee it will fit & will do it for under $300. Only catch is the ring gear is obsolete & you must supply it to them. This is not really an issue as many dealers still have it, the part # is 2121196, typical price is about $50. You could also remove your original if you're careful. This gear is also used on 6-cyl automatics of early vintage. Wilcap is a really neat company, they make all manner of transmission adapters to fit different make engines. This is mostly for rodders who want to fit late model transmissions to old engines.

The clutch setup I'll be using is the McLeod dual friction Series 500, part # 260504, which has bronze-organic surfaces. It combines high holding ability with smooth operation. They claim it should hold 400 ft-lbs torque which should be easily enough for me given the skinny 225-60-15 tires I'll be using. The pressure plate will be a Borg & Beck unit, McLeod P/N 360050. McLeod also lists a diaphragm PP (P/N 360752) but this is actually obsolete. I have personally driven a buddy's 66 Formula S with the McLeod B&B PP, it's a very nice unit without killer springs which is nice & easy on the linkage. BTW, my engine is a stroked 340 (396ci), a relatively mild pump gas motor.