ng8264723 Any chance of getting a first name?
Anyway if you have a twin turbo stang, with what 800 hp you already have an idea about what you need to go with in clutch department. Stang is 3,400 lbs, cobra depending on manufacturer is from 2,200 to 2,800 lbs. The shock to the drive train with a solid hub disc is hard. This is why the new carbon kevlar clutches are coming out. They need 700 to 1K miles of heat cycles to breakin. Do you build your own cars or are you having someone build it for you?
There is no bad question to asked, I have done it for years. With the trans lenght in question, I would have thought that you would know the answer. Ask far as input shaft lenght, as long as the trans is not pushing on the crank and is not bottomed out on the splines to the clutch disc, it's about choice.
Same far as the clutch problems with centerforce, this started in 99 with my car, and yes to the reving the motor with the wieghts in an ERA car it will move in gear with the clutch in. This is why ERA now removes the wieghts on there built cars. Centerforce techs are dumb when it comes to explaining how there clutch works and it loads the pressure plate at 2,800 to 3,000 rpm and the ERA clutch hydro system can't over come the weight pressure to release the clutch to shift. Go back 3-4 years and look under my threads. You will see the B.S. I was told. Kirkham may be running a special clutch assembly in his cars. In the old days you could get special lakewood bellhousing that the depth was 5" instead of the 7-9". It was for trans swaps where every inch of room was needed. I had one on my CJ-5 when I had a 4 spd in it. The driveshaft angle where tight and hard on the universal joints. I got about 6K to a joint. Rick L. Ps I see your name is Chris, Skip the first question.