I am still slowly, (very slowly!), working on my 242 V8 project.
I bought an unused/abandoned Converse kit. Everything appears to be there, but it is for an automatic trans. I will be using a manual T5 trans. Some swaps use hydraulic clutch actuation using a 740 clutch master, etc. I understand that Converse used a cable operated system. I am unable to contact Ross Converse in any way. Retired? Out of business? Moved? Dead?
I watched a TV show recently called "Chasing Classic Cars" with a host named Wayne Carini who had bought a 960 wagon formerly owned by Paul Newman with a Kenne Bell supercharged Ford V8 installed. I have heard of this car before and understood that it was a Converse built car. The car was on the lift while they were adjusting the clutch and it showed what sure looked like a CABLE operated clutch.
What have you used on your car? Seems like the cable system would be easier/simpler/cheaper than hydraulic. Can anyone give me any info on the manual trans/clutch section of the Converse kit? Sell/copy the manual trans/clutch/crossmember info from the kit? Sell info/photos?
I've got PLENTY to keep me busy with body/chassis work, (first had to expand garage!), while still searching for donor Mustang. All so far either $$$$, hacked-up, or zillion mile junk. Beginning to think junker donor for mock-up, followed by crate motor at final install may be way to go but body resto is costing a fortune. Have very rusty '83 242 manual trans Turbo and super clean '84 DL auto trans. "stripper" Started on rusty '83 car first, but found clean '84 for a song, so switched cars.

Some more nosing around here turned up quite a bit of clutch info I wasn't aware of at last post, sorry.
Still would like to see original Converse clutch info, though.

Well, there's not a whole lot to say about the cable clutch. Just use the normal 240 clutch pedal, and the 240 cable. It just goes onto the Ford clutch fork. Make sure to use a Volvo brand cable, the Scan-Tech is pure junk, like 99% of the stuff they make.

I had problems with the cables breaking, but I think now that this was caused by a loose pivot ball and maybe a lack of grease on the input shaft collar, which caused a high pedal effort.

I like the hydro clutch better though. You can use the 260 clutch master cylinder, not the 740 unit.

Hope this helps,
Greg
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My homepage:

Thanks, Greg. Since I live in Dearborn, lots of Mustang stuff around. Neighbor works at Ford Engrg Engine Dyno Lab, has drag car with full cage, tube front end, blower, chute, etc, and a ton of spares left over from previous evolution of car.
RWD Volvos are getting real scarce due to massive road salt use. I had big surprise trying to find body parts for 240; Volvo dealer won't sell or order panels from Volvo and junkyard stuff is rotten. Found a few patch panels from suppliers, but nothing for two door body. Only source I could find was in Germany and shipping was eye watering, so I bought a clean southern car from Arkansas. Even floor pan is solid! Unheard of in 30 yr old car from Michigan. I've been kept busy with body work, (no rust, but lots of dents!!!)and sorting out what chassis/suspension/brakes, etc are usable from donor Turbo car, and cleaning/painting/powdercoating. One time use rotisseries are plentiful and sometimes cheap, maybe next purchase.

As of a year ago Ross was in Chester, Maine. Get some snowshoes and take a look.
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Camel Jockey

It is true Ross is in Chester Maine, his website was under construction for an upgrade . Converseengineering.com current address is 75 Pea Ridge road, Chester maine. try a white page search to find a current phone number. Greg is correct use the volvo pedals and a volvo cable, throught the mustang bellhousing bracket into the ford clutch fork. Nothing has changed in the 24 years of bulding them that I know of.