Pressure plate and Clutch disc:
You will need to use a 360 pilot/thrust bearing.
Dai from Classicswede.co.uk sells clutch kits for the turbo conversion. My next clutch ill be getting from him. Things to note is that Classic Swede offer a paddle clutch which has a thickness of 8mm and will require shims to prevent the clutch from slipping. Dai over at Classicswede also offers the shims for sale, but because the 360's bellhousing is tight already, you may need to grind off a small amount of the 360's bellhousing to prevent the pressure plate from making contact. This isnt a big deal and there is some info relating to the issue covered on this thread:
http://www.volvo300mania.com/uk/forum/viewtopic.php?f=6&t=8663&p=184410&hilit=228mm+clutch#p184410
Pics of contact points from the pressure plate to the bellhousing:
If you dont get one from Classicswede then the below information will be very useful:
The turbo diesel pressre plate apparently has a higher torque rating than the other pressure plates suited for the dished flywheel, below are the part numbers it is associated with:
Sachs 3082 204 033
Also know under P/N 1209874
https://rover.ebay.com/rover/0/0/0?mpre=https%3A%2F%2Fwww.ebay.com%2Fulk%2Fitm%2F352234429717
The clutch used needs to meet the following specs:
Teeth: 24
Hub profile: 18.30x20.4 24N
Diameter: 228mm
I have been advised that the Vauxhall Astra gte 2l 16v use a Clutch disc which meets my requirements. Specifically one which uses the F20 transmission, which I believe were made between 1988-1991.
They are hard to find....thankfully, Ride_on from 300mania has helped me out with some info and told me that Helix Autosport do clutch kits for the Vauxhall Astra, so I gave them a call.
70-4627 organic plate £136.55
76-4627 (5) Paddle plate £166.23
Organic clutch pic:
They also said they could do a 6 paddle plate clutch. I went with the organic clutch as it should be fine for my application. I think the above pressure plate and organic clutch will be good for about 400nm which is likely well beyond what I will be producing.
Clutch thickness is 7.6mm which apparently works fine. Any thicker and you require the use if shims between the flywheel and pressure plate...which may require some grinding of the inside of the bellhousing to accommodate. (See the start of this post)
This set-up works perfectly and I can report that it doesnt slip and operates smoothly.
CAUTION: Be sure the new clutch slides freely on the input shaft before installing on the engine. Dont make the mistake I did unless you just love pulling engines out and installing them again. A 2 minute check can save you from premature hair loss.
VOLVO 360 RELEASE BEARING: You will soon find out that the clutch release bearing for the 360 has been discontinued...
The volvo 940 with the M90 transmission has a similar release bearing, only it's shorter. For reference it's Sachs P/n 3151 189 031.
This is the original:
I was told that it can be used instead of the 360's release bearing, but will need to put a 3mm spacer between the bellhousing and the clutch fork pivot ball. This likely would've worked, however, when I tried installing the 940's release bearing it wouldn't grab onto the 360's clutch fork because it was too narrow in the neck.
360's release bearing - neck width is 43.38mm
940's release bearing neck width
360 (bottom) vs 940 bearing
360 bearing in clutch fork - nice and snug
940's release bearing in clutch fork - wont grab
You could bend the tabs on the 940's release bearing to make it fit, but its not ideal.
Also, the factory pivot ball on the 360 has a nylon cap. My donor car's pivot ball had a disintegrated nylon cap causing serious metal fatigue on the clutch-fork-pivot-ball-socket <---(try say that really fast 5 times!), to the point where the pivot ball had almost worn through the clutch fork completely. This is worth checking and replacing if you are doing anything clutch related.
Metal fatigue on clutch-fork-pivot-ball-socket