I did a clutch job on my 1990 F150 4x4 a couple weeks ago that turned into one of those jobs that went bad from the word go. Got everything out ok down to the tranny and then had to disconnect the "quick disconnect" coupling that attaches the hydraulic line to the slave cylinder. You're supposed to push the plastic sleeve in with a special tool and then the line releases, yeah, right. Mine was seized and wasn't about to "quick disconnect" so I "quick disconnected" it with a dikes. That's $40 from your friendly Ford dealer for a $5 piece of plastic. Finally got the tranny out. Had the flywheel resurfaced and replaced the rear main seal (cheap insurance). Got all the parts I needed from the pilot bearing back and picked up the flywheel. The place messed it up, there were deep groves on one side. I took it to another place and they had to cut it again. I got it in and went to install the new slave. Surprise! Since the "quick disconnect" was still attached it wouldn't pull off the input shaft because the 'quick disconnect" won't clear the bell housing. Got out the hack saw and cut the part of the slave casting that the line attaches to so it would clear the bell. Finally got everything back in and I'm going thru the bleeding operation when I hear a noise and at the same time the pedal has a lot less resistance! Didn't know what happened and decided to try it out. It was barely driveable with clutch chatter like you wouldn't believe. Pulled everything out again. two of the rivets that hold the spring to the pressure plate cover had pulled thru slightly. Got my money back for the parts and bought Ford reman. parts and put it all back together. Now I got another problem that I'll cover in part two.