See what the clutch
joins together.

A connected clamping-stack reference

The previous flywheel had an estimated 88 mm central recess radius. Most of the reference friction annulus therefore faced a recess, and the flat cover cue contained no separate pressure-plate role. The current whole-car overlay retains the flywheel outer envelope, crank/bolt/dowel datums and engine placement, reduces that unmeasured recess to 50 mm, and adds six plain cover-fixing passages. These are construction corrections to the drawing, not machining dimensions or an inspection of the fitted flywheel.

Two unloaded facing annuli now share explicit planes with the flywheel and separate pressure plate. A larger steel core, retained visual hub/damper roles and added carrier web replace disconnected source regions. A thin domed shell, conical diaphragm/support and three illustrative drive straps explain the cover assembly. Six smooth screw/washer roles follow the retained drawing axes. The old ring gear, four crank fixings, three locating dowels and pilot bush keep their original geometry and pose.

Keep the unresolved interfaces visible

The new diaphragm inner reference plane remains 40.333 mm ahead of the unchanged release-bearing front. The earlier 58.333 mm value compared that bearing with the old flat cover envelope. Neither value is fitted free play or release stroke, and neither justifies extending the carrier. Engine/gearbox placement, housing/plate faces, fork, slave, carrier and bearing remain in their prior frames. No source-pack/housing intersections occur in the selected static comparison; that does not verify loaded or removal clearance.

The retained smooth input shaft and circular/scalloped hub bore do not form verified mating splines. The input/pilot-bush source intervals overlap by only about 2.067 mm; that is a drawing calculation under estimated transforms, not an approved engagement length or fitted bearing clearance. Actual hub orientation, cover contact depth, carrier/bearing identity and installed interface dimensions remain unresolved in the evidence used here.

The five superseded engine meshes remain visible if the new pack cannot load in the whole-car view. On successful loading, four retained engine source groups become separately selectable without changing their pose. The detailed engine-only study preserves its earlier clutch cover/disc geometry, while sharing the revised catalog ring and flywheel support; it is a separate source comparison.

Validation covers eight positive native groups, open cover/flywheel fixing bores, supporting material across the constructed contact annuli, selected internal nonintersections, preserved crank/dowel/pilot geometry and mesh/STEP fidelity. It does not establish clamp load, spring travel, friction, spline engagement or actual-car fit. The rear-drive scale correction below revises the ring, support radius, starter pose and surrounding plate/housing; bearing and shaft registration gaps remain explicit.

A larger ring gear changes the surrounding assembly

The previous ring gear was about 252 mm across. The factory 1500 parts plate identifies 201350; the County RG291X replacement listing gives 117 teeth,11.849 in outside diameter,10.629 in bore and0.500 in width. The revised reference uses 300.9646 mm OD,269.9766 mm bore and12.7 mm width. These are offered-part dimensions, not measurements of this car.

CEP separately cross-references 201350 with 117 teeth,11.847 in OD and1/2 in width. Its 10.645 in turn diameter is a flywheel machining reference, not a ring bore. It differs from the County bore by 0.4064 mm. The model does not turn those separate catalog products into a shrink-fit allowance or machining instruction. Tooth flanks and root depth remain illustrative; no DP, bevel direction, involute or working engagement is established.

The flywheel support radius follows the County bore for a zero-interference illustration, while the nominal 184.15 mm clutch and crank/clutch axial planes stay fixed. Plate and housing outlines now share a conditional 125.45 mm compatible modern-starter pitch scale applied to two candidate holes in the replacement-plate photograph. This gives a 159.5849 mm crank/starter axis separation. The hole roles, photographic projection, original M35J pitch and fitted scale remain unverified. All 24 photographed holes remain unassigned.

The 20 starter groups share an estimated 11.5 mm forward shift: the drive-end flange now meets the estimated plate front rather than straddling it. Two plain fixing envelopes cross the estimated plate/flange thickness; their length, head orientation and fitted washer/nut retention remain unknown. Selected native checks find no intersection of the revised ring/flywheel with the housing or of the yoke/drive-end flange with the plate/housing. This does not validate the whole car, drilling alignment, gear engagement or starter withdrawal.

The 40.3333 mm release-bearing/diaphragm drawing gap remains open. The next substantial priority is to reconcile that axial stack from documentary evidence without extending a shaft or carrier merely to close the picture. The native validation record states the checks and remaining source intersections.