Need stock 318 flywheel for 70 dart
OK, here goes...
Keep in mind, I don't own any pre-1970 big blocks, nor do I own any trucks, so I do not have any V8 clutch parts that do not fit a 10.5"/10.95", 130-tooth flywheel, nor do I own any other type of V8 flywheel*. I did not dig out the Keisler flywheel because it was in a different part of the house and I just don't feel like lugging around doing that many flywheels. Minus the Keisler, this is what I've got in stock: LUK LFW215, Fidanza 194361, RAM 1503, and RAM 1583. I didn't drag out the 1583 because while it's dimensionally identical to the 1503, it's for an 8-bolt crank (1970-'71 Hemi and many DC/MP crankshafts).
Please note: The 10.95" clutch appeared in 1970 on big blocks and the Hemi. Those engines used the same flywheel as the small blocks, with 130 teeth and the 10.5" bolt pattern (the Hemi having an 8-bolt crank flange and the 440HP being externally balanced due to "Six Pack" rods). Prior to 1970, HP big-blocks used a true 11" clutch and a 143-tooth flywheel. None of that crap applies, nor do the 1966-'69 Street Hemi and its 172-tooth flywheel/corresponding whack-job starter. The 273 122-tooth stuff is also ignored.
The flywheels shown below, from left, are the LUK LFW215, the RAM 1503, and the Fidanza 194361--all brand new:
(We can put a man on the moon but we can't make anti-corrosion paper that doesn't do what's shown on the RAM?!)
Flywheel layer cake! LUK on top, RAM in the middle, Fidanza at the bottom:
Centerforce DF383269 disc sitting on LUK flywheel:
Discontinued (NOS) McLeod 360153 10.5"/10.95" pressure plate atop both the CenterForce disc and LUK flywheel--this is the same pressure plate I have in my W2 Valiant (on another RAM 1503):
A close-up of the bolt holes in the pressure plate aligning with the flywheel:
Though the holes might look off a bit, that's due to something called parallax error (look it up). All you're seeing is threads. I know this bolts together and works because I've done it. The "differences" in the distance from the leading edge of the ring gear to the engine side of the flywheel are due to material differences--forged billet steel is heavier than cast for the same volume, so less material is needed (and the aluminum Fidanza only weighs 13lb). The actual distance from the crank flange to the leading edge of the ring gear is identical between all three.
If that's not enough evidence, please check out the applications listed for the BH859 bellhousing (OE casting number 3743859) as shown on the Brewer's Performance website. Using the same bell means also using the same starter, flywheel, clutch and throwout bearing. The truck transmission used a different (longer) tailshaft housing and mainshaft in those years, but is otherwise the same transmission as the A/F-bodies. The main case, input shaft, side cover and gear set are shared. Trucks used a different shifter, fork and countershaft ball stud.
Need more? Look up a clutch for an '80 D150 with a 318 and note the part numbers for a 10.5" lever-style clutch (since no D150s were built with either an 11" clutch or a diaphragm cover). Now look up the same for a '71 Dart with a 340. Notice that Perfection Clutch MU16471 and M-PACT 05029 are listed for both applications--they have the same bolt pattern and finger height. If you care to check, you'll see a lot of overlap in the starter and release bearing listings, too.
Still not convinced? Tough crowd!
The 1976-'81 truck parts book, which covers LUK's pertinent listed applications, specifically shows the D1 (2WD half-ton pickup) and B1,2 (half- and three-quarter-ton van) as using a 10-1/2" clutch, with flywheel part number 2264597 for all years that catalog covers. That sure looks like an early part number, right? Care to guess what number shows for 318 and 340 in the 1970-'71 catalog, or 318/361/383 in 1964? Give that man a cigar!
Chrysler literally used the same 130-tooth flywheel from before the A833 existed until after it was gone (used in Dakotas into the early 1990s). The only differences were in machining, be it for the '70-'71 Hemi's 8-bolt flange, or for balancing purposes on cast-crank 340s, all 360s, the odd '71 cast-crank 383-2V, '73-up 400**, and the heavy-rod '70-'72 440HP. The base unmachined flywheel is the same across the board. If you have one of those oddballs and the appropriate Direct Connection diagram, a good machine shop can "balance" the LUK flywheel into what you need.***
Hopefully all of this is convincing enough. If not, there's always the proven RAM 1503 at nearly five times the money. Be sure to check out the application information on that page. :D
DISCLAIMER: As I stated previously, I would not suggest 4,500RPM clutch dumps on a sticky track with slicks and a 4-link--get something billet/SFI rated for that--but it's fine for a daily driver or mildly-hot street car/truck. I don't work for LUK nor do I make their flywheels, I'm just trying to save some folks a few bucks. As such, I do not warrant their parts' suitability/durability for the silly behavior or berserk actions of others.
* I do have a Slant Six 122-tooth clutch and flywheel, but they don't apply here.
** 1972 manual-trans 400HP engines had forged steel cranks and were internally balanced: Crankshaft #2268114 (same as 383), damper 3614371 ("exc cast" noted in catalog), flywheel 2264597.
*** I have digitized (jpg) versions of the balancing diagrams for 340 and 383/400/440 with cast crankshafts, along with the 360. If you need one, PM me your e-mail.
OK, here goes...
Keep in mind, I don't own any pre-1970 big blocks, nor do I own any trucks, so I do not have any V8 clutch parts that do not fit a 10.5"/10.95", 130-tooth flywheel, nor do I own any other type of V8 flywheel*. I did not dig out the Keisler flywheel because it was in a different part of the house and I just don't feel like lugging around doing that many flywheels. Minus the Keisler, this is what I've got in stock: LUK LFW215, Fidanza 194361, RAM 1503, and RAM 1583. I didn't drag out the 1583 because while it's dimensionally identical to the 1503, it's for an 8-bolt crank (1970-'71 Hemi and many DC/MP crankshafts).
Please note: The 10.95" clutch appeared in 1970 on big blocks and the Hemi. Those engines used the same flywheel as the small blocks, with 130 teeth and the 10.5" bolt pattern (the Hemi having an 8-bolt crank flange and the 440HP being externally balanced due to "Six Pack" rods). Prior to 1970, HP big-blocks used a true 11" clutch and a 143-tooth flywheel. None of that crap applies, nor do the 1966-'69 Street Hemi and its 172-tooth flywheel/corresponding whack-job starter. The 273 122-tooth stuff is also ignored.
The flywheels shown below, from left, are the LUK LFW215, the RAM 1503, and the Fidanza 194361--all brand new:
(We can put a man on the moon but we can't make anti-corrosion paper that doesn't do what's shown on the RAM?!)
Flywheel layer cake! LUK on top, RAM in the middle, Fidanza at the bottom:
Centerforce DF383269 disc sitting on LUK flywheel:
Discontinued (NOS) McLeod 360153 10.5"/10.95" pressure plate atop both the CenterForce disc and LUK flywheel--this is the same pressure plate I have in my W2 Valiant (on another RAM 1503):
A close-up of the bolt holes in the pressure plate aligning with the flywheel:
Though the holes might look off a bit, that's due to something called parallax error (look it up). All you're seeing is threads. I know this bolts together and works because I've done it. The "differences" in the distance from the leading edge of the ring gear to the engine side of the flywheel are due to material differences--forged billet steel is heavier than cast for the same volume, so less material is needed (and the aluminum Fidanza only weighs 13lb). The actual distance from the crank flange to the leading edge of the ring gear is identical between all three.
If that's not enough evidence, please check out the applications listed for the BH859 bellhousing (OE casting number 3743859) as shown on the Brewer's Performance website. Using the same bell means also using the same starter, flywheel, clutch and throwout bearing. The truck transmission used a different (longer) tailshaft housing and mainshaft in those years, but is otherwise the same transmission as the A/F-bodies. The main case, input shaft, side cover and gear set are shared. Trucks used a different shifter, fork and countershaft ball stud.
Need more? Look up a clutch for an '80 D150 with a 318 and note the part numbers for a 10.5" lever-style clutch (since no D150s were built with either an 11" clutch or a diaphragm cover). Now look up the same for a '71 Dart with a 340. Notice that Perfection Clutch MU16471 and M-PACT 05029 are listed for both applications--they have the same bolt pattern and finger height. If you care to check, you'll see a lot of overlap in the starter and release bearing listings, too.
Still not convinced? Tough crowd!
The 1976-'81 truck parts book, which covers LUK's pertinent listed applications, specifically shows the D1 (2WD half-ton pickup) and B1,2 (half- and three-quarter-ton van) as using a 10-1/2" clutch, with flywheel part number 2264597 for all years that catalog covers. That sure looks like an early part number, right? Care to guess what number shows for 318 and 340 in the 1970-'71 catalog, or 318/361/383 in 1964? Give that man a cigar!
Chrysler literally used the same 130-tooth flywheel from before the A833 existed until after it was gone (used in Dakotas into the early 1990s). The only differences were in machining, be it for the '70-'71 Hemi's 8-bolt flange, or for balancing purposes on cast-crank 340s, all 360s, the odd '71 cast-crank 383-2V, '73-up 400**, and the heavy-rod '70-'72 440HP. The base unmachined flywheel is the same across the board. If you have one of those oddballs and the appropriate Direct Connection diagram, a good machine shop can "balance" the LUK flywheel into what you need.***
Hopefully all of this is convincing enough. If not, there's always the proven RAM 1503 at nearly five times the money. Be sure to check out the application information on that page. :D
DISCLAIMER: As I stated previously, I would not suggest 4,500RPM clutch dumps on a sticky track with slicks and a 4-link--get something billet/SFI rated for that--but it's fine for a daily driver or mildly-hot street car/truck. I don't work for LUK nor do I make their flywheels, I'm just trying to save some folks a few bucks. As such, I do not warrant their parts' suitability/durability for the silly behavior or berserk actions of others.
* I do have a Slant Six 122-tooth clutch and flywheel, but they don't apply here.
** 1972 manual-trans 400HP engines had forged steel cranks and were internally balanced: Crankshaft #2268114 (same as 383), damper 3614371 ("exc cast" noted in catalog), flywheel 2264597.
*** I have digitized (jpg) versions of the balancing diagrams for 340 and 383/400/440 with cast crankshafts, along with the 360. If you need one, PM me your e-mail.