[{"id":638527799589,"handle":"bolt-kits-hardware","title":"Bolt Kits \u0026 Hardware","updated_at":"2026-07-22T07:20:33-04:00","body_html":"\u003ch4\u003eBolt Kits \u0026amp; Hardware\u003c\/h4\u003e\n\u003cp\u003eSouth Bend Clutch bolt kits and hardware are the quiet foundation of every reliable clutch installation. The friction material you choose, the clamp curve we engineer into the pressure plate, and the surface we machine into the flywheel only perform as intended when the assembly is cinched together with the right fasteners—correct length, shoulder, thread pitch, tensile class, and flange geometry—installed in the right sequence and torque window. This collection brings together pressure plate bolts, flywheel bolts, dowel pins, ring-gear hardware, pilot and guide dowels, pivot hardware, clutch cover hardware, and select washers and locking solutions matched to the platforms we serve: diesel trucks (Cummins G56\/NV4500, Power Stroke\/ZF, Duramax manuals), LS\/T56 and TR6060\/Magnum, domestic passenger and American muscle, European performance (BMW, Audi, Porsche, Mercedes-AMG, VW), Jeep and off-road, and sport compact applications. If your goal is a clutch that holds torque, releases cleanly, and feels the same on day 500 as it did on day five, use SBC hardware that’s been spec’d for the stack height, materials, and clamp strategy of the clutch you’re installing.\u003c\/p\u003e\n\u003cp\u003eFasteners seem simple—until they aren’t. A flywheel bolt that’s 2 mm too long can bottom against the crank before clamping the flywheel; a pressure plate bolt with the wrong flange can dig into a cover, distort the pressure ring, and create hot spotting that customers describe as “chatter.” Mix a coarse-thread bolt into a fine-thread hole and you’ll invite a future service nightmare; reuse stretch-to-yield flywheel hardware and you may get a torque number on the wrench but no real clamp at the interface. South Bend Clutch hardware kits eliminate the guesswork. We package the correct fasteners for your platform and clutch family, chosen for material, hardness, and heat tolerance, with the engagement length and head style that interface cleanly with our flywheels and covers. Instead of improvising with bin bolts or hoping a universal kit fits, you install the parts we validated on the dyno and in real vehicles across heat cycles, load, and time.\u003c\/p\u003e\n\u003cp\u003ePressure plate bolts do more than keep the cover attached; they control how clamp force develops as the diaphragm is preloaded. We specify head styles (flange head, small-OD washered, or flat head plus washer) to match cover pad geometry and avoid point-loading the cover ears. We also spec thread length to give full engagement without bottoming in flywheel blind holes—a common source of false torque readings. On many applications we include a non-crush washer or hardened washer where the cover design benefits from a wider bearing surface. The payoff is simple: the cover seats flat, the ring stays parallel to the flywheel, and as temperatures rise under towing, track, or trail conditions, the working faces remain parallel, which preserves friction stability and reduces chatter.\u003c\/p\u003e\n\u003cp\u003eFlywheel bolts are a different animal. They transmit crankshaft torque and resist pulsating loads from combustion and drivetrain shock. For diesel trucks, that means class 12.9 or equivalent tensile strength with thread engagement that meets OE or better, a head design that clears rear main seals and housings, and length that accounts for SBC flywheel thickness and any inserts. For LS\/T56 and TR6060\/Magnum platforms, we balance the desire for lightweight rotating assemblies against the need for robust clamping on aftermarket single-mass flywheels. On European platforms transitioning from dual-mass to single-mass, we include hardware that matches the new stack height so you don’t end up with bolts that strain threads or bottom out. In every case, our torque guidance reflects the hardware material, lubrication state, and thread preparation we call for—clean, dry threads where specified; oil or medium-strength threadlocker where specified. Following that guidance isn’t “nice to do,” it’s essential; torque numbers are only meaningful for the friction state assumed when the spec was developed.\u003c\/p\u003e\n\u003cp\u003eDowel pins and alignment hardware are unsung heroes. They don’t carry torque like a bolt, but they locate the flywheel and bellhousing with the precision that makes releases clean and shifts crisp. Missing or damaged dowels allow the bellhousing to sit slightly off-axis. The symptoms look like many other problems: pilot bearings wear early, input shafts complain, first and reverse become crunchy when hot, and the driver blames the clutch material. Replace suspect dowels during every clutch service and match the diameter and length to the block and bell. Our kits include dowels for common domestic and diesel applications, and for Euro platforms where a single-mass conversion changes stack relationships, our dowel and spacer guidance is included with the clutch and flywheel you selected. Put the concentricity back where it belongs, and the driveline settles down.\u003c\/p\u003e\n\u003cp\u003eLocking strategies matter. Some fasteners are designed to be installed clean and dry; others call for medium-strength threadlocker; still others (flywheel on certain platforms) use angle torque after a snug-to-spec stage because the bolt is engineered as stretch-to-yield. We provide the instruction that matches the kit you purchased because one-size advice doesn’t fit. For example, slathering high-strength threadlocker on a bolt that’s designed to be installed oiled can reduce thread engagement and create unpredictable clamp. Reusing a torque-to-yield flywheel bolt because “it felt fine coming out” invites loosening under thermal cycling even if the wrench clicks at the number. South Bend kits define the lubrication, threadlocker, or dry state to use. Follow the sequence we specify: star pattern, increments to sneak up on final torque, and angle stages where listed. Doing so preserves the flatness of your new flywheel and the geometry of your pressure plate so the friction faces meet like two panes of glass—not like a warped record.\u003c\/p\u003e\n\u003cp\u003eDiesel truck owners feel hardware choices at the pedal and on the grade. Cummins G56 and NV4500 applications see enormous low-RPM torsion and long periods of partial engagement while hitching or backing. A pressure plate held with the wrong hardware can shift on its pads as heat cycles accumulate, narrowing the engagement window and amplifying chatter. A flywheel held with reused stretch bolts can gradually lose clamp and develop micro-movement that shows up as hot spots and glazing. Our diesel hardware kits—flywheel bolts, pressure plate bolts, and dowels—are chosen for the combined mass of SBC steel flywheels and dual disc covers and are validated against the break-in and working temperatures of towing. We also include guidance for thread prep in oily environments common to trucks: clean threads, brake-clean flush, compressed air dry, then the threadlocker or light oil we specify. The result is a system that stays tight, flat, and predictable long after the hitch ball shines from use.\u003c\/p\u003e\n\u003cp\u003eLS and American muscle platforms push hardware with high RPM, aggressive downshifts, and frequent clutch kicks in autocross or drift. Here, pressure plate bolts with the correct head profile keep the cover ears from brinelling; flywheel bolts with the right shank and underhead radius resist stress risers at 7,000 rpm; and washers that distribute load prevent local yielding that would tilt the cover and invite hot spots. If you’ve ever seen a clutch “go noisy” after a handful of track days, hardware often tells the tale: bolt witness marks off-center, cover pads scuffed from micro-walking, or flywheel bolts that were bottomed instead of clamping. SBC kits close these failure doors by eliminating dimensional ambiguity and by pairing hardware with the cover and flywheel designs we ship for LS, small-block and big-block Chevy, late Mustang, and Mopar manual platforms.\u003c\/p\u003e\n\u003cp\u003eEuropean platforms—BMW M, Audi S\/RS, Porsche, Mercedes-AMG, VW—arrive with tight packaging, dual-mass flywheels, and NVH expectations. When converting to an SBC single-mass flywheel and performance clutch, hardware takes on a new role: hushing micro-movement, preserving balance, and keeping release geometry stable as parts expand with heat. We provide hardware that matches the single-mass stack height, dowels that restore bellhousing alignment to blueprint, and bolts whose head design clears factory covers and housings. We also call out torque sequences and lubrication states that align with the case materials in these cars (aluminum bellhousings, steel blocks, or alloy blocks with steel inserts). The reward is a car that feels OE-refined and SBC-strong: smooth synchronized shifts, clean releases after hot laps, and a pedal that doesn’t wander during long autobahn runs.\u003c\/p\u003e\n\u003cp\u003eJeep and off-road hardware lives a hard life: heat cycling from slow climbs, contamination from dust and water crossings, and the stop-start nature of technical trails. Our hardware kits for Jeep emphasize coatings and materials that resist corrosion and seizing, washer choices that keep covers flat when the bellhousing takes a bump, and dowels that keep alignment true even when skid plates vibrate. If you’ve fought inconsistent engagement on a trail rig after a few hard trips, inspect the hardware; a small amount of micro-walk on the cover pads can feel like “glazing” at the pedal. Replace fasteners with SBC-spec hardware, confirm torque and sequence, and much of that vagueness disappears.\u003c\/p\u003e\n\u003cp\u003eSport compact and VW applications magnify small mistakes. A GTI or WRX pedal is short; a millimeter of cover tilt creates an outsized change in feel. Pressure plate bolts that don’t match the cover pad thickness can bottom early, and a flywheel bolt that’s a thread too long can graze the rear main seal housing. Our kits for GTI\/Golf R, Audi S3\/S4, Subaru WRX\/STI, Mitsubishi EVO, Civic Si\/Type R, and Miata cut off those failure paths. Paired with the right alignment tools, dowels, and a correctly finished flywheel surface, the correct hardware is the difference between a car that feels OE-plus and one that feels like it needs “more bleeding” forever.\u003c\/p\u003e\n\u003cp\u003eInstallation practices are as important as part selection. Always dry-fit a few pressure plate bolts by hand to verify free engagement depth before committing. Clean threads in the crank with the appropriate chase; do not “tap” unless threads are damaged, and even then proceed carefully to preserve fit. Inspect bolt holes in the flywheel and cover; burrs or chips under a bolt head will throw torque readings off. If your kit calls for threadlocker, use the strength and amount specified—more is not better. If your kit calls for oiled threads, use clean engine oil sparingly and consistently; mixed conditions (one bolt dry, one oiled) will yield uneven clamp at the same torque reading. Tighten in a star pattern in stages: 1\/3 torque, 2\/3 torque, final torque. Where angle torque is specified, use a proper angle gauge and perform it smoothly. Re-check dowel presence and seating before you torque, not after. Small, repeatable steps deliver a level, stress-free assembly that behaves exactly like we engineered it to behave.\u003c\/p\u003e\n\u003cp\u003eTroubleshooting hardware-related issues starts with simple observations. If the clutch chatters after heat soak but not cold, check cover bolt torque and imprint patterns on cover pads. If first\/reverse engagement balks only when hot, inspect bellhousing dowels and flywheel bolt torque; a creeping flywheel or off-axis bell can masquerade as “dragging friction.” If the pedal engagement point “moves” during a drive, inspect for blocked master compensation ports and confirm release bearing travel—but also confirm pressure plate bolts haven’t loosened and that the cover isn’t rocking on uneven pad contact. If a new clutch feels “harsh,” look for cover distortion from incorrect washers or mismatched head styles. In each case, the right fastener set, correctly installed, removes the variable you’re chasing.\u003c\/p\u003e\n\u003cp\u003eBecause buyers search symptoms as often as parts, this collection maps to the queries we see: flywheel bolt kit for G56, pressure plate bolts NV4500, LS flywheel bolts torque spec, BMW single-mass flywheel bolts, Audi clutch cover hardware, Porsche dowel pins bellhousing, Jeep clutch hardware kit, WRX pressure plate bolts torque, VW flywheel bolts stretch, Miata clutch cover bolts. Each of those represents a real need: hardware that fits, clamps, and stays put. South Bend Clutch packages that hardware with the platform and clutch family you’re buying so you can install with confidence and get back to driving.\u003c\/p\u003e\n\u003cp\u003eService intervals and reusability deserve a clear answer. Unless your SBC instructions say otherwise, do not reuse stretch-to-yield flywheel bolts. Even when not officially torque-to-yield, heavily heat-cycled bolts can lose clamp and should be replaced if there’s any sign of necking, corrosion, or thread damage. Pressure plate bolts may be reusable in some platforms if they measure within length and show no thread or head damage, but the safest path—especially on high-heat or high-RPM builds—is fresh hardware that you know meets spec. Dowel pins should be present, straight, and snug; replace them if in doubt. Threads in the crank and flywheel should be clean and intact; if a hole feels soft or pulls, repair with the correct insert system and torque to the spec that accounts for the insert.\u003c\/p\u003e\n\u003cp\u003eFinally, think of fasteners as force translators. They don’t just hold parts together; they translate the pressure plate’s clamp curve into the friction surfaces, translate the flywheel’s inertia into smooth take-off and controlled launches, and translate your installation choices into years of consistent behavior. The right bolts, washers, and dowels installed the right way mean your South Bend Clutch system behaves exactly as designed—quiet take-offs, predictable engagement, clean synchronized shifts, and the resilience to handle towing, track, trail, or daily duty. Choose the bolt kit and hardware that match your platform and clutch family here, follow the included prep and torque guidance, and give the rest of the system the stable foundation it needs to turn torque into traction every time you lift your foot.\u003c\/p\u003e\n\u003cp\u003eIf you found this page searching flywheel bolts, pressure plate bolts, clutch hardware kit, bellhousing dowel pins, flywheel bolt torque, pressure plate torque sequence, LS flywheel hardware, Cummins G56 clutch bolts, NV4500 clutch hardware, BMW single-mass flywheel bolts, Audi clutch cover bolts, Jeep clutch hardware, VW flywheel stretch bolts, or WRX\/STI pressure plate bolts, you’re in the right collection. South Bend Clutch hardware is the engineered, validated, repeatable solution behind every successful clutch job—small parts that deliver big confidence, mile after mile.\u003c\/p\u003e","published_at":"2025-03-28T12:49:29-04:00","sort_order":"best-selling","template_suffix":"","disjunctive":true,"rules":[{"column":"type","relation":"equals","condition":"Crank Bolts"}],"published_scope":"global"},{"id":636513452325,"handle":"clutch-accessories","title":"Clutch Pilot Bearings, Alignment tools \u0026 Accessories","updated_at":"2026-07-27T07:20:57-04:00","body_html":"\u003ch4\u003eClutch Pilot Bearings, Alignment Tools \u0026amp; Accessories\u003c\/h4\u003e \u003cp\u003eSouth Bend Clutch pilot bearings, alignment tools, and installation accessories are the small parts that make big results repeatable. This collection exists to turn your clutch upgrade into a predictable, long-life system—one that engages smoothly, releases cleanly, and stays consistent after thousands of heat cycles. Pilot bearings (or bushings) center the transmission input shaft in the crank. Alignment tools position the disc relative to the pressure plate and flywheel during assembly. Accessories—release bearings, pivot balls, dowel pins, hardware, shims, and the right spline lubricant—tie the job together so your new clutch behaves like an engineered whole rather than a pile of parts. Whether you’re fitting an SBC dual disc to a Cummins\/G56 tow rig, refreshing an LS\/T56 street-track build, maintaining American muscle, converting a European platform from dual-mass to single-mass, upgrading a Jeep for trail work, or setting up a sport compact or VW for turbo torque, these components are the quiet heroes behind every crisp shift and smooth take-off.\u003c\/p\u003e \u003cp\u003eA pilot bearing’s job is simple to describe and critical to execution: it supports the nose of the input shaft in the rear of the crankshaft so the shaft stays concentric with the rotating assembly when the clutch is disengaged. If the pilot is worn, dry, glazed, galled, or the wrong fit, the input shaft will drag or wobble. That’s when you fight first-gear engagement at a stop, crunch reverse, or feel the vehicle creep even with the pedal down. It’s also when synchros wear out of proportion to your mileage because they’re working against a shaft that never truly freewheels. South Bend Clutch specifies pilot bearings and bushings with the right material, hardness, and dimensional control for the platform and use case. For high-heat, high-load diesel work, we choose materials that retain stability when transmission and engine temps soar on long grades. For LS and American muscle performance, we target low friction and surface finish that keeps high-RPM shifts clean. For European conversions where the torsional character changes with a single-mass flywheel, we put concentricity and finish at the top of the list to preserve the premium shift feel you bought the car for.\u003c\/p\u003e \u003cp\u003eThe fit between the pilot and the crank bore is not a place to improvise. Too tight and you risk distortion that burns the bearing early; too loose and the bearing can walk, tilt, or fret the bore. South Bend Clutch pilots are produced to tight tolerance so the press is predictable and the running clearance stays where it belongs. We also pay close attention to the lead-in chamfers and surface finish at the journal because even a correctly sized bearing can score the input shaft if the entry is rough or misaligned. If you’re replacing a bushing that’s seen heat or contamination, inspect the bore for scoring and out-of-round, and address it before installation. A clean bore and a true seat let the new pilot live out its design life instead of becoming the next cause of mysterious “dragging clutch” complaints.\u003c\/p\u003e \u003cp\u003eMaterial choice in pilot bearings matters as much as dimension. Bronze bushings are robust and tolerant of shock, which makes them attractive for diesel trucks, Jeep\/off-road, and American muscle that see heavy clutch feathering or big loads at low RPM. Needle-roller pilots reduce friction and can deliver extremely clean release when supported by tight alignment and a flat flywheel surface; they’re common in LS\/T56, TR6060, Magnum, and performance European platforms. Composite and coated options exist for niche cases where dry-running stability is a priority. South Bend Clutch curates the right pilot style by platform and use case so you get the best combination of durability, release quality, and long-term stability. When in doubt, match the pilot bearing or bushing to the clutch family you’re installing from SBC; we’ve validated the combination across heat cycles and real-world abuse.\u003c\/p\u003e \u003cp\u003eClutch alignment tools look simple but do precision work. During installation, the disc must sit perfectly centered relative to the pilot and flywheel so the transmission slides home without forcing, the input shaft enters the pilot smoothly, and the spline engagement is stress-free. Our alignment tools are cut to the correct pilot diameter and spline count for the application, with a lead that guides the tool into the pilot so the disc centers naturally as you tighten the pressure plate bolts. Cheap, tapered, one-size tools can leave the disc a fraction off center—close enough to get the transmission mostly seated, far enough to make you “pull it in” with bellhousing bolts. That’s how pilot bearings get brinnelled, input shafts get scored, and bellhousing dowel locations become a fight. A proper SBC alignment tool solves this invisibly: the transmission simply slides into place, the dowel holes line up, and the whole assembly lands on spec.\u003c\/p\u003e \u003cp\u003eAlignment is also about the sequence and how you tighten. Snug the pressure plate evenly in a star pattern while the tool sits fully seated in the pilot; never cock the tool or let the disc sag between steps. If your platform uses stepped or recessed flywheels, confirm that you’re working to the correct stack height for the clutch family you’ve chosen. South Bend Clutch publishes step\/height guidance for our kits because release geometry depends on it. An alignment tool used on the wrong step is like a level used on a crooked foundation; the bubble might look centered, but the house won’t be. Finish the torque sequence to the spec for your hardware, recheck the tool moves easily in and out of the pilot, and you’ve locked in a centered disc that will reward you with a clean, repeatable engagement window.\u003c\/p\u003e \u003cp\u003eThe term “accessories” undersells how essential the supporting pieces are. Release (throwout) bearings translate hydraulic stroke into movement at the pressure plate fingers. If the bearing is worn, noisy, gritty, or mismatched to the clutch’s finger height, you get a moving engagement point, a sing on the pedal, or incomplete release at high temperature. South Bend Clutch release bearings are chosen to match our pressure plate finger geometry and the expected stroke range for each platform. Pivot balls, release forks, and guide tubes should be inspected or refreshed at the same time—tiny shape errors or a bent fork can skew the release arc just enough to turn a good clutch into a problem child. Dowel pins that locate the bellhousing to the block are also critical; if they’re missing or deformed, the transmission will sit off-axis, and you’ll chase vibrations, premature pilot wear, and input shaft spline fretting. This collection includes the hardware that returns alignment to zero so the driveline behaves like it did on day one—only stronger.\u003c\/p\u003e \u003cp\u003eHardware and fasteners safeguard the clamp you paid for. Flywheel bolts, pressure plate bolts, and in some diesel and heavy-duty platforms, stretch-to-yield or specific grade hardware, should not be guessed at. SBC hardware kits provide the correct lengths, shoulder styles, and thread pitches, plus the engagement depth we designed for. That combination prevents bottoming in the crank, guards against thread galling, and delivers the clamping force the flywheel and pressure plate were engineered to see. We also provide guidance on thread preparation—clean threads, correct torque sequence, and appropriate threadlocker where specified. Good hardware practices mean your balanced, flat flywheel stays flat and your pressure plate’s clamp curve stays repeatable, so the disc sees the same environment every time you lift your foot.\u003c\/p\u003e \u003cp\u003eSpline lubrication is one of the most misunderstood steps in a clutch job. Too little and the disc can hang on dry splines; too much or the wrong grease and you can hydraulic-lock the hub, fling lubricant onto the facings, or create a paste that attracts grit and turns into grinding compound. South Bend Clutch recommends high-temperature, non-gumming spline lube applied sparingly—thin film on the splines, wiped to leave only a sheen—so the hub slides freely without trapping air or excess grease. A properly lubed spline reduces stick-slip that masquerades as “grabby” engagement and helps the disc separate from the flywheel and pressure plate at speed, which is essential for clean synchronized shifts in LS\/T56, TR6060, and performance Euro gearboxes, and for low-speed modulation in diesel trucks and off-road rigs.\u003c\/p\u003e \u003cp\u003eHydraulic service parts belong in the same conversation because they directly affect what your pilot bearing and release system experience. A tired master cylinder that blocks the compensation port will let the engagement point creep as the system heats, which feels like a “warped” disc. A slave that doesn’t travel the full distance will leave you with a dragging input shaft that chews the pilot and protests when you try to slot first or reverse. Our companion Hydraulic Kits collection covers complete master-slave solutions, but you’ll also find lines, clips, and fittings in this accessories group so you can finish the job neatly and route away from heat sources. Think of it as housekeeping that prevents future ghosts: no hot-soak mush, no air pockets trapped in long lines, no chafed braid against a crossmember.\u003c\/p\u003e \u003cp\u003ePlatform specifics help make sense of the options. Diesel truck owners running Cummins with G56 or NV4500, Power Stroke\/ZF, or Duramax manuals typically see the harshest low-RPM torsional loads and the longest duty cycles. Here, a robust bronze pilot bushing or a roller bearing selected for heat and alignment stability pays dividends in smooth hitching, confident grade starts, and quiet backing. Pair it with an SBC alignment tool that matches your disc spline count and a release bearing suited to the clutch family (organic\/Kevlar, organic\/feramic, or dual disc), and you’ll notice how easy the transmission slides into place and how consistent the pedal stays once hot. The same logic extends to our heavy-duty hardware sets: correct bolts and dowels keep everything exactly where we engineered it.\u003c\/p\u003e \u003cp\u003eLS and American muscle builds (T56, TR6060, Magnum) live at the other end of the spectrum: high RPM, high inertia, and often lightweight flywheels. A roller pilot bearing with tight concentricity and a smooth journal finish helps the disc separate quickly for that fast 2-3 upshift. An exact-fit alignment tool eliminates the “almost centered” frustration that can turn a Saturday into a saga. Release bearings, pivots, and guide tubes should be treated as a set; when they’re fresh and dimensionally correct, the engagement window lands exactly where your foot expects, lap after lap. If you’ve experienced a vague top-end shift after a clutch upgrade, these small parts are usually where the solution lives.\u003c\/p\u003e \u003cp\u003eEuropean performance platforms—BMW M, Audi S\/RS, Porsche, Mercedes-AMG, VW performance trims—often arrive with dual-mass flywheels that mask driveline torsion. When you convert to an SBC single-mass flywheel and a higher-capacity clutch, the pilot bearing and alignment become even more important because the system transmits more of the engine’s character to the gearbox. Our Euro-specific pilots focus on surface finish and roundness to keep idle calm and first-gear engagement clean. Our alignment tools are cut to the correct pilot and spline dimensions for these applications so the gearbox goes home without prying. We also emphasize dowel fit and bellhousing alignment pins in this space; small angular errors can feel like “gearbox buzz” that doesn’t belong in a premium chassis. Put the system back on zero and the car feels like itself—only stronger.\u003c\/p\u003e \u003cp\u003eJeep, off-road, and 4x4 applications demand low-speed control and predictability on unstable surfaces. The pilot sees long periods of partial clutch application as you feather over ledges, through rock gardens, or on steep loose climbs. Materials that tolerate heat soak and contamination, plus alignment that returns the disc to the same centered position every time, transform trail manners. A fresh release bearing, pivot, and fork keep the engagement point from wandering as the day warms and the underbody takes a beating. When combined with the right SBC organic or hybrid clutch and a correctly surfaced flywheel, these small parts mean you can meter movement in quarter-inch pedal increments instead of fighting bucking and stalls.\u003c\/p\u003e \u003cp\u003eSport compact and VW platforms (GTI, Golf R, Audi S3\/S4, WRX\/STI, EVO, Civic Si\/Type R, Miata) magnify installation precision because the cars are light, pedals are short, and powerbands are peaky. A disc that drags the tiniest bit will show up as a missed high-RPM shift; a pilot that’s not perfectly true will make first-gear engagement inconsistent in stop-and-go traffic. Our application-specific pilot bearings and alignment tools remove those variables. The result is the feel you bought the clutch for: quick, positive shifts and a predictable engagement window you can lean on during a back-to-back session or a long commute.\u003c\/p\u003e \u003cp\u003eTroubleshooting often starts with what the driver feels. If the vehicle creeps with the pedal down, look at pilot bearing drag and hydraulic stroke. If first and reverse balk only when hot, suspect a marginal pilot and a slave that’s losing travel when fluid thins. If the transmission wouldn’t quite seat during install and had to be “pulled in,” assume the disc was off-center or the input shaft and pilot were misaligned; resolve that before you blame the clutch. If engagement height moves during a drive, check the master cylinder’s compensation port, fluid routing near heat sources, and the release bearing and pivot geometry. This collection provides the parts to turn each of those symptoms back into the smooth, consistent behavior your South Bend Clutch kit was built to deliver.\u003c\/p\u003e \u003cp\u003eInstallation best practices are simple, repeatable, and non-negotiable. Verify bellhousing dowels are present and true; if they’re suspect, replace them. Dry-fit the disc on the input shaft to confirm it slides freely across the full spline length. Apply a thin film of the correct spline lube and wipe the excess. Seat the pilot bearing square with proper support—never hammer the inner race. Use the correct SBC alignment tool, fully seated in the pilot, and torque the pressure plate in a star pattern in stages. Confirm the tool slides in and out easily after torqueing. Inspect the release bearing, pivot ball, fork, and guide tube; replace as a set if wear or distortion is present. Route hydraulic lines away from exhaust, and bleed thoroughly or choose pre-bled assemblies where applicable. Finally, resurface or replace the flywheel to the correct step\/height and finish specified for your SBC clutch family; geometry beats heroics every time.\u003c\/p\u003e \u003cp\u003eBecause many buyers arrive here by searching symptoms, we include the phrases they use so they land on solutions: clutch not fully disengaging when hot, hard to get into first at a stop, grinding into reverse, input shaft dragging, pilot bearing squeal, need clutch alignment tool for G56, LS clutch alignment tool, VW pilot bearing replacement, BMW single-mass pilot bearing, Jeep release bearing and fork kit, pressure plate bolts for diesel clutch, flywheel bolt kit for LS\/T56. Each of those queries maps to the parts and practices in this collection. When you replace the pilot bearing with the correct SBC unit, align the disc properly, refresh the release hardware, and button it up with the right fasteners and lube, the “clutch problem” most drivers feel goes away—because it never lived in the friction pack in the first place.\u003c\/p\u003e \u003cp\u003eBreak-in is still part of the system, even for components that don’t look like friction parts. The pilot bearing and disc hub “mate” to their working partners during the first few hundred miles. Normal stop-and-go driving allows the surfaces to seat and the alignment to prove itself under heat. Kevlar hybrids reward patience with outstanding longevity; organic and organic\/feramic combinations settle quickly and stay settled when the pilot and alignment are right. If you rush the process with hard launches or sustained heavy towing before bedding, you risk glazing, local hotspots, and premature bearing wear that show up later as chatter or inconsistent engagement height.\u003c\/p\u003e \u003cp\u003eIn the end, “Clutch Pilot Bearings, Alignment Tools \u0026amp; Accessories” is really about removing variables. A great clutch kit and flywheel can be reduced to average by a bad pilot or sloppy alignment; a solid transmission can be made to feel fragile if the release path is bent or the dowels are missing. South Bend Clutch builds systems, and this collection is where the precision hides. Choose the pilot that matches your platform and use case, center the disc with the correct alignment tool, refresh the release hardware and fasteners, and use the right lubricant in the right amount. Do those things, and the drivability, shift quality, and longevity you expect from an SBC clutch become your everyday experience—on the highway with a heavy trailer, in a downtown crawl, carving a back road, or threading a trail. Quiet, consistent, confident. That’s what these small parts deliver when they’re chosen and installed with the same care we put into every South Bend Clutch system.\u003c\/p\u003e","published_at":"2025-02-04T09:23:50-05:00","sort_order":"best-selling","template_suffix":"","disjunctive":true,"rules":[{"column":"type","relation":"not_equals","condition":"Clutch Kit"}],"published_scope":"global"},{"id":642907046181,"handle":"diesel-truck-clutch-kits-components","title":"Diesel Truck Clutch Kits \u0026 Components","updated_at":"2026-07-27T07:20:57-04:00","body_html":"\u003ch4\u003eDiesel Truck Clutch Kits \u0026amp; Components\u003c\/h4\u003e \u003cp\u003eThis collection is dedicated to diesel trucks that work: Cummins, Power Stroke, and Duramax platforms that tow hard, climb long grades, and see everything from stop-and-go traffic to mountain passes. South Bend Clutch diesel truck clutch kits and components are designed to increase heat capacity, expand the engagement window, and maintain clean release in the real-world conditions diesel owners face. If you run a G56, NV4500, ZF-series, or an Allison-conversion manual, you’ll find solutions here that add headroom for altitude, weight, larger tires, deeper gears, and tuning—without turning your pedal into a light switch.\u003c\/p\u003e \u003cp\u003eDiesel torque arrives early and hits hard, which punishes friction systems and makes chatter more likely on inclines and in tight maneuvers. Our kits attack the problem at the material level with organic, ceramic, Kevlar, and feramic options, as well as hybrids that blend strengths. Organic is your daily-driver go-to—smooth, quiet, and forgiving. Organic\/Kevlar (often tagged “OK”) boosts wear stability and flywheel friendliness, ideal for high-mileage trucks that tow regularly. Organic\/feramic adds bite and thermal resilience for long grades and repeated launches with a trailer. In dual disc form, these pairings multiply contact area to keep interface temperatures down and engagement consistent under extended load.\u003c\/p\u003e \u003cp\u003eBecause heavy towing amplifies heat, we design facing geometry around heat flow—groove patterns that vent gases, marcel that widens the control window, and segmented layouts where initial bite and heat shedding matter most. We neutral-balance rotating groups for smoothness at RPM and select hub styles to tame drivetrain shock. Sprung hubs are tuned for the low-speed torsional inputs and gear rollover common to diesel transmissions, protecting synchros during hitching, backing, and low-range maneuvers. For extreme builds, rigid hubs reduce rotating mass and provide crisp response at the expense of NVH, but for most tow rigs a well-calibrated sprung hub is the sweet spot.\u003c\/p\u003e \u003cp\u003ePressure plate geometry is where “hold” meets “human.” We re-arch diaphragms and optimize fulcrums so clamp increases where you need it while keeping pedal progression linear. The goal isn’t just higher clamp—it's repeatable clamp and consistent release clearance as temperatures rise and fall. Durable cover and strap designs help the plate stay flat at temperature, which keeps the disc true, reduces chatter, and preserves shift quality during long climbs when heat soak is unavoidable. The net effect is a clutch you can feather inch by inch on a ramp, then rely on for a firm, confident bite when the trailer starts pushing on a downhill grade.\u003c\/p\u003e \u003cp\u003eFlywheel choice is crucial in diesel applications. Heavier single-mass flywheels store more energy for smooth, off-idle control when starting on a slope with a load, while properly engineered single-mass conversions for former dual-mass platforms add durability and serviceability. We pay close attention to step\/height, surface finish, and hardness to control glazing and hot spotting. In many diesel applications, our dual disc setups paired with steel flywheels provide the most usable envelope: long engagement window, low tendency to overheat, and consistent release—exactly what you want when you’re threading a gooseneck into a tight spot or launching on a steep grade.\u003c\/p\u003e \u003cp\u003eReal-world usability defines this collection. Backing uphill into a campsite? The engagement window should be broad enough to move slowly without bucking. Hitching at an awkward angle with a loaded trailer? The clutch should modulate smoothly and recover between corrections. Crawling in traffic with a cab full of passengers? The pedal should be predictable and fatigue-free. South Bend Clutch diesel kits are built to these outcomes. Our testing spans repeated high-energy engagements, heat-soak recovery, and release precision under load so your truck behaves the same on day 500 as it did on day one.\u003c\/p\u003e \u003cp\u003eComponents in this collection complement the kits. Pilot bearings, alignment tools, hydraulic kits, and hardware are specified to support clean installation and long service life. Hydraulics matter: many “clutch problems” trace to insufficient release travel, air in the system, or worn cylinders. We recommend inspecting and refreshing hydraulics during clutch replacement—especially on high-mileage tow rigs—and verifying release bearing free play and fork angles during assembly. Installing fresh hardware to proper torque specs helps preserve clamp consistency and prevent fastener stretch under thermal cycling.\u003c\/p\u003e \u003cp\u003eBreak-in is part of the engineering. Normal stop-and-go driving seats facings evenly and establishes the friction surfaces that define your engagement character. Kevlar in particular rewards proper bedding with excellent longevity. Avoid sustained high-load towing or hard launches until the break-in period is complete; doing so maximizes life and keeps the engagement personality you paid for. With the right flywheel surface, healthy hydraulics, and a patient break-in, an SBC diesel clutch is a long-interval solution you can trust.\u003c\/p\u003e \u003cp\u003eBecause diesel builds vary widely, this collection organizes by platform, transmission, and use case. For Cummins with G56, you’ll find hybrids like OFE (organic\/feramic) and OFEK variants that balance street manners with grade-worthy bite. For NV4500 and earlier platforms, organic and OK kits provide excellent daily usability with real towing reserve. Power Stroke and Duramax solutions focus on torque at low RPM and the heat management needed for extended climbs and heavy payloads. Where appropriate, dual disc options step in to offer big-power and big-weight capability while maintaining a pedal you can live with every day.\u003c\/p\u003e \u003cp\u003eIf your search path was diesel truck clutch kit, Cummins clutch, G56 dual disc, NV4500 clutch, Power Stroke clutch, Duramax clutch, towing clutch, or work-truck clutch, you’re in the right place. Browse the kits and components in this collection by platform and transmission, then match friction material and disc architecture to your torque, weight, tire, gearing, elevation, and terrain. South Bend Clutch builds diesel solutions that tame heat, widen control, and hold when it counts—so your truck can do what it was built to do.\u003c\/p\u003e \u003cp\u003eAt the end of the day, a diesel clutch isn’t just a spec sheet—it’s a partner in control. When you’re inching a 10,000-lb trailer up a grade at altitude, the only thing that matters is how predictably the pedal translates to motion. That’s the North Star for every kit and component you’ll find here. Choose the combination that fits your truck and workload, and let an SBC system turn torque into traction—quietly, consistently, and for the long haul.\u003c\/p\u003e","published_at":"2025-07-16T14:48:56-04:00","sort_order":"best-selling","template_suffix":"","disjunctive":false,"rules":[{"column":"product_metafield_definition","relation":"equals","condition":"Diesel Truck"}],"published_scope":"global"}]
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2018-2024 JEEP DUAL DISC NOW AVAILABLE
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FREE GROUND SHIPPING ON ALL LOWER 48 U.S. ORDERS OVER $499 |
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2018-2024 JEEP DUAL DISC NOW AVAILABLE
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FREE GROUND SHIPPING ON ALL LOWER 48 U.S. ORDERS OVER $499 |
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2018-2024 JEEP DUAL DISC NOW AVAILABLE
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FREE GROUND SHIPPING ON ALL LOWER 48 U.S. ORDERS OVER $499 |
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2018-2024 JEEP DUAL DISC NOW AVAILABLE
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FREE GROUND SHIPPING ON ALL LOWER 48 U.S. ORDERS OVER $499 |
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2018-2024 JEEP DUAL DISC NOW AVAILABLE
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2018-2024 JEEP DUAL DISC NOW AVAILABLE
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FREE GROUND SHIPPING ON ALL LOWER 48 U.S. ORDERS OVER $499 |
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2018-2024 JEEP DUAL DISC NOW AVAILABLE
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FREE GROUND SHIPPING ON ALL LOWER 48 U.S. ORDERS OVER $499 |
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SBC Crank Bolts for 2003-2007 Ford F-250 Super Duty 6.0L Diesel – Fits Other Vehicles
$35.90
SKUBOLT-0003
MPN6.0 Single DISC Bolt KIT
Regular price
$35.90
-%
Sku: BOLT-0003
MPN: 6.0 Single DISC Bolt KIT
Upgrade your diesel truck's performance and reliability with the South Bend Clutch SBC Crank Bolt Kit, designed specifically for the 2003-2007 Ford F-250 6.0L Diesel. This precision-engineered kit exceeds OEM specifications, ensuring a perfect fit and unmatched durability. Ideal for heavy-duty use, our bolts are made to withstand extreme conditions, providing peace of mind during towing, hauling, or performance driving. Compatible with the ZF S6-650 transmission and suitable for various vehicles, this kit is essential for maintaining a robust crankshaft to flywheel connection. Choose South Bend Clutch for a high-quality solution that enhances the longevity and reliability of your vehicle's clutch system.
South Bend Clutch is renowned for delivering high-quality, durable products designed to meet the specific needs of diesel truck enthusiasts and professionals alike. Our SBC Crank Bolt Kit for the 2003-2007 Ford F-250 6.0L Diesel stands as a testament to our commitment to excellence and precision engineering. This kit, while specifically mentioned for the Ford F-250 6.0L Diesel, is versatile enough to fit other vehicles, embodying the adaptability and reliability that South Bend Clutch is known for.
When it comes to upgrading or repairing your diesel truck's clutch system, every component plays a pivotal role in ensuring optimal performance and longevity. The crank bolt is no exception. This seemingly small part holds a significant responsibility in securing the crankshaft to the flywheel, a critical connection that translates engine power to the transmission. Understanding this, South Bend Clutch has meticulously designed a crank bolt kit that not only meets but exceeds OEM specifications, ensuring a perfect fit and unmatched durability.
The SBC Crank Bolt Kit is an essential upgrade for any diesel truck owner looking to enhance the reliability and performance of their vehicle. Designed with precision and made from high-quality materials, this kit ensures that your truck's crankshaft and flywheel connection is as robust as possible. It's particularly crucial for trucks that are subjected to heavy-duty use, including towing, hauling, or performance driving, where the stock bolts may not provide the necessary strength and could lead to premature wear or even catastrophic failure.
Our extensive research and hands-on experience in the diesel truck segment have informed the development of this crank bolt kit. We understand the demanding environments and high torque applications these trucks are often subjected to. Therefore, our bolts are engineered to withstand extreme conditions without faltering. This means peace of mind for you, whether you're navigating tough terrain, pulling heavy loads, or simply demanding the most from your vehicle on the road.
Compatibility and installation ease are at the forefront of the SBC Crank Bolt Kit's design. While it is specifically mentioned for the 2003-2007 Ford F-250 with the 6.0L Diesel engine, its versatility allows for application in other vehicles as well, making it a go-to solution for a wide range of diesel truck owners. The kit is engineered to work seamlessly with the ZF S6-650 transmission and is compatible with both 4WD versions of the Ford F-350, F-450, and F-550 models of the same years, ensuring a broad coverage and application.
The importance of choosing the right crank bolt kit cannot be overstated. With South Bend Clutch, you are not just purchasing a product; you are investing in a solution. Our bolts are designed to ensure that your vehicle's engine and transmission communicate flawlessly, providing you with the reliability, performance, and confidence you need to tackle any challenge. Whether you're upgrading for performance, reliability, or as part of a routine maintenance schedule, the SBC Crank Bolt Kit is an essential component that delivers on all fronts.
We understand the needs of diesel truck owners and the environments in which they operate. That's why we have invested in creating a product that not only meets but exceeds the rigorous demands of the diesel truck segment. Our commitment to quality, performance, and customer satisfaction drives us to continually innovate and improve our products, ensuring that we deliver the best possible solutions to our customers.
Choosing South Bend Clutch means opting for a brand that stands behind its products. We are not just another supplier; we are your partner in performance and reliability. Our extensive network of South Bend Clutch dealers near you ensures that access to our products and expertise is always within reach. Furthermore, our knowledgeable staff is always available to assist with any questions or concerns you may have, making the selection and installation process as smooth as possible.
In summary, the South Bend Clutch SBC Crank Bolt Kit for 2003-2007 Ford F-250 6.0L Diesel – and its compatibility with other vehicles – is more than just a set of bolts. It's a comprehensive solution designed to enhance the performance, reliability, and longevity of your diesel truck's clutch system. Engineered to the highest standards and backed by a brand with a proven track record of excellence, this kit represents an intelligent investment in your vehicle's future. Trust South Bend Clutch for all your diesel truck clutch needs and experience the difference that quality, precision-engineered components can make.
Warranty Coverage
South Bend Clutch, Inc. warrants that our clutches are free from defects in workmanship and material under normal use and service. Our warranty provides coverage for 12 months or 12,000 miles (whichever comes first) from the date of installation.
The obligation of South Bend Clutch, Inc. under this warranty is limited to repair, replacement, or credit at our discretion for any product found to be defective. We will not be liable for losses, damages, or injury to persons or property resulting from misuse or improper installation of any part subject to this warranty.
*** WE DO NOT COVER LABOR, NO EXCEPTIONS WILL BE MADE ***
Warranty Registration
To activate your warranty coverage, you must register your clutch through our online Warranty Hub within 30 days of purchase.
What You'll Need to Register:
Proof of purchase (receipt or invoice showing purchase date and price paid)
Vehicle information (year, make, model, VIN)
Current odometer reading at time of installation
Installer information (shop name, address, phone number)
After registration, you'll receive a confirmation email with your warranty certificate number. You can check your warranty status anytime at warranty.southbendclutch.com/lookup.
Filing a Warranty Claim
If you experience an issue with your clutch during the warranty period, you can submit a claim through our Warranty Hub.
Claim Submission Requirements:
Your warranty certificate number or the email used during registration
Current odometer reading
Description of the issue you're experiencing
Photos of the affected parts (pressure plate, disc, flywheel)
Photos showing the condition of related components
Our warranty team will review your claim and may request additional information or photos. South Bend Clutch, Inc. reserves the right to examine all parts returned for warranty claims to determine whether the failure was due to a defect in material or workmanship.
Warranty Conditions
The Limited Warranty will NOT be valid under the following conditions:
The product is NOT registered within thirty (30) days of purchase
The product was purchased below our MAP price (see Pricing Policy below)
The clutch was not installed by a certified or professional mechanic
The flywheel was not replaced with new or properly resurfaced to specification
The clutch has been altered, improperly installed, or damaged by accident, negligence, or misuse
The transmission has failed or shows excessive wear
The product is used for high performance and/or racing purposes for which it was not originally engineered
WARRANTY IS NON-TRANSFERABLE – Coverage applies only to the original purchaser and vehicle.
Pricing Policy
We encourage you to shop around when buying our parts, but we do not allow discounts or price matching below our MAP prices (3% below our published retail price).
Important: Purchases made below MAP price are not eligible for warranty coverage. Your proof of purchase must show a qualifying purchase price.
Return Policy
No returned product for warranty, repair, or replacement will be accepted without a Return Merchandise Authorization (RMA) number.
To Obtain an RMA:
If you purchased from an authorized dealer, contact them first to initiate the return process
If you purchased directly from South Bend Clutch, call our warranty department at 1-800-988-4345
Once your claim is approved, you will receive an RMA number with shipping instructions for returning the defective parts.
South Bend Clutch is renowned for delivering high-quality, durable products designed to meet the specific needs of diesel truck enthusiasts and professionals alike. Our SBC Crank Bolt Kit for the 2003-2007 Ford F-250 6.0L Diesel stands as a testament to our commitment to excellence and precision engineering. This kit, while specifically mentioned for the Ford F-250 6.0L Diesel, is versatile enough to fit other vehicles, embodying the adaptability and reliability that South Bend Clutch is known for.
When it comes to upgrading or repairing your diesel truck's clutch system, every component plays a pivotal role in ensuring optimal performance and longevity. The crank bolt is no exception. This seemingly small part holds a significant responsibility in securing the crankshaft to the flywheel, a critical connection that translates engine power to the transmission. Understanding this, South Bend Clutch has meticulously designed a crank bolt kit that not only meets but exceeds OEM specifications, ensuring a perfect fit and unmatched durability.
The SBC Crank Bolt Kit is an essential upgrade for any diesel truck owner looking to enhance the reliability and performance of their vehicle. Designed with precision and made from high-quality materials, this kit ensures that your truck's crankshaft and flywheel connection is as robust as possible. It's particularly crucial for trucks that are subjected to heavy-duty use, including towing, hauling, or performance driving, where the stock bolts may not provide the necessary strength and could lead to premature wear or even catastrophic failure.
Our extensive research and hands-on experience in the diesel truck segment have informed the development of this crank bolt kit. We understand the demanding environments and high torque applications these trucks are often subjected to. Therefore, our bolts are engineered to withstand extreme conditions without faltering. This means peace of mind for you, whether you're navigating tough terrain, pulling heavy loads, or simply demanding the most from your vehicle on the road.
Compatibility and installation ease are at the forefront of the SBC Crank Bolt Kit's design. While it is specifically mentioned for the 2003-2007 Ford F-250 with the 6.0L Diesel engine, its versatility allows for application in other vehicles as well, making it a go-to solution for a wide range of diesel truck owners. The kit is engineered to work seamlessly with the ZF S6-650 transmission and is compatible with both 4WD versions of the Ford F-350, F-450, and F-550 models of the same years, ensuring a broad coverage and application.
The importance of choosing the right crank bolt kit cannot be overstated. With South Bend Clutch, you are not just purchasing a product; you are investing in a solution. Our bolts are designed to ensure that your vehicle's engine and transmission communicate flawlessly, providing you with the reliability, performance, and confidence you need to tackle any challenge. Whether you're upgrading for performance, reliability, or as part of a routine maintenance schedule, the SBC Crank Bolt Kit is an essential component that delivers on all fronts.
We understand the needs of diesel truck owners and the environments in which they operate. That's why we have invested in creating a product that not only meets but exceeds the rigorous demands of the diesel truck segment. Our commitment to quality, performance, and customer satisfaction drives us to continually innovate and improve our products, ensuring that we deliver the best possible solutions to our customers.
Choosing South Bend Clutch means opting for a brand that stands behind its products. We are not just another supplier; we are your partner in performance and reliability. Our extensive network of South Bend Clutch dealers near you ensures that access to our products and expertise is always within reach. Furthermore, our knowledgeable staff is always available to assist with any questions or concerns you may have, making the selection and installation process as smooth as possible.
In summary, the South Bend Clutch SBC Crank Bolt Kit for 2003-2007 Ford F-250 6.0L Diesel – and its compatibility with other vehicles – is more than just a set of bolts. It's a comprehensive solution designed to enhance the performance, reliability, and longevity of your diesel truck's clutch system. Engineered to the highest standards and backed by a brand with a proven track record of excellence, this kit represents an intelligent investment in your vehicle's future. Trust South Bend Clutch for all your diesel truck clutch needs and experience the difference that quality, precision-engineered components can make.
Warranty Coverage
South Bend Clutch, Inc. warrants that our clutches are free from defects in workmanship and material under normal use and service. Our warranty provides coverage for 12 months or 12,000 miles (whichever comes first) from the date of installation.
The obligation of South Bend Clutch, Inc. under this warranty is limited to repair, replacement, or credit at our discretion for any product found to be defective. We will not be liable for losses, damages, or injury to persons or property resulting from misuse or improper installation of any part subject to this warranty.
*** WE DO NOT COVER LABOR, NO EXCEPTIONS WILL BE MADE ***
Warranty Registration
To activate your warranty coverage, you must register your clutch through our online Warranty Hub within 30 days of purchase.
What You'll Need to Register:
Proof of purchase (receipt or invoice showing purchase date and price paid)
Vehicle information (year, make, model, VIN)
Current odometer reading at time of installation
Installer information (shop name, address, phone number)
After registration, you'll receive a confirmation email with your warranty certificate number. You can check your warranty status anytime at warranty.southbendclutch.com/lookup.
Filing a Warranty Claim
If you experience an issue with your clutch during the warranty period, you can submit a claim through our Warranty Hub.
Claim Submission Requirements:
Your warranty certificate number or the email used during registration
Current odometer reading
Description of the issue you're experiencing
Photos of the affected parts (pressure plate, disc, flywheel)
Photos showing the condition of related components
Our warranty team will review your claim and may request additional information or photos. South Bend Clutch, Inc. reserves the right to examine all parts returned for warranty claims to determine whether the failure was due to a defect in material or workmanship.
Warranty Conditions
The Limited Warranty will NOT be valid under the following conditions:
The product is NOT registered within thirty (30) days of purchase
The product was purchased below our MAP price (see Pricing Policy below)
The clutch was not installed by a certified or professional mechanic
The flywheel was not replaced with new or properly resurfaced to specification
The clutch has been altered, improperly installed, or damaged by accident, negligence, or misuse
The transmission has failed or shows excessive wear
The product is used for high performance and/or racing purposes for which it was not originally engineered
WARRANTY IS NON-TRANSFERABLE – Coverage applies only to the original purchaser and vehicle.
Pricing Policy
We encourage you to shop around when buying our parts, but we do not allow discounts or price matching below our MAP prices (3% below our published retail price).
Important: Purchases made below MAP price are not eligible for warranty coverage. Your proof of purchase must show a qualifying purchase price.
Return Policy
No returned product for warranty, repair, or replacement will be accepted without a Return Merchandise Authorization (RMA) number.
To Obtain an RMA:
If you purchased from an authorized dealer, contact them first to initiate the return process
If you purchased directly from South Bend Clutch, call our warranty department at 1-800-988-4345
Once your claim is approved, you will receive an RMA number with shipping instructions for returning the defective parts.
Yes. Worldwide shipping is already included in the price. We use DHL express with 3 days delivery time.
When will I receive my item?
When we have received your order, you will automatically receive an e-mail confirming your order. Orders made before 2 PM (CET) will be picked, packed and shipped the same day. Delivery time is usually 2-4 working days with DHL Express.
Can I change or return my item?
If you want to change a product into another model, strap color etc., please contact us so we are able to reserve the new item in our stock immediately. You are always entitled to an exchange or refund within 30 days after you have received your package, as long as the item has not been used.
Free Shipping
Orders over $499
12/12 Warranty
12,000 mi / 12 months
Expert Support
Tech assistance available
Premium Quality
100% premium components
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