Engine is done...flywheel question

[speedo]

I have a fresh 70-71 911 type engine with the coresponding pull type clutch (pulls the throwout bearing out away from the pressure plate). The engine turns over fine with just the flywheel bolted up. With the clutch disk and pressure plate attached...something is rubbing when I rotate the crank. Almost feels like grinding...coming from behind the flywheel. I am thinking that it could only be a few things...flywheel could be warped and as the bolts are torqued to add the pressure plate, the back of the flywheel is rubbing, or the bolts holding the pressure plate are too long and they are rubbing on webbing behind the flywheel, or the outside circumference of the flywheel is rubbing on the edge of the case. No to 1 and 3, but I don't know about number 2. I have decided to pull that flywheel off and swap an ealier flywheel from a 69 901 which will be a push type (the fork forces the throwout bearing into the pressure plate. It uses the same flywheel bolts, and looks to use the same pressure plate bolts...although it uses 6 vs 9 because of the locator pins. I tend to like this variant of the clutch better than the pull type. Anybody have any similar experience with this pressure plate? Any chance my 9 bolts are too long? There is a lot of room behind the flywheel, and the bolts don't protrude much past the inner surface of the flywheel. What is the correct length of those bolts?

Thanks

Speedo

Speedo

[aws]

Speedo: After installing the trans on the engine and installing it in the car only to find the engine would not turned over or made noise when turned over I have learned to make sure everything works before putting it in the car. The primary problem has been the the 9 Allen bolts being too long and dragging on the case--or in one instance the washer was too thick causing the Allen head to drag on the trans case. I do not have a exact measurement for the bolts---but they cannot protrude past the back side of the flywheel. you can use the early "push" style 215mm pressure plate---but if you are using the 1970/1971 901 gearbox the throw-out bearing pivot stud will have to be relocated. When the factory went to the larger 225mm "pull" style clutch they move the pivot stud out to accommodate the larger clutch---and if you go to the smaller clutch you will have to move it back in. If you are going to the larger pull style clutch and are relocating the pivot make sure it is anchored well----other wise the pivot has a habit of pulling out of the case from the "pull" exerted from actuating the clutch (ask me how I know that)

aws

[speedo]

Engine is on engine stand...not in car. Trannie is obviously not attached. I am not converting a 70-71 911 trannie to operate as a 65-69 901 trannie, I am using a 901 trannie to start with...so the only obvious conversion would be the trannie cable in the tunnel, plus the cable end bits and pieces. I am tomorrow going to swap out the flywheels on the engine, with the 901 flywheel...check clearance both before and after mounting the clutch disc and pressure plate. My primary question outside the concern about the bolt length...was if anyone has had the clearance issue before with the 911 trannie and flywheel.
Thanks in advance.

Speedo