what transmission combo are you running. personally i call southbend with any of my diesels anymore but a std luk or luk gold will work well also. but it all depends on your application
remember the bigger the dampener in the center of the disk the better its life behind a diesel disks with lots of meat but small dampeners dont faire as well.. example the stock 94-2002 dodge 12.25" diam clutch has more disk surface material than the 1989-93 13" and the 2000-2005 6spd 13" disk but has a smaller dampener and hub, the 13" clutches have a thinner (width wise) strip of material around them so less surface area of material but have a much larger dampener and hub as a result. The upgrade if you are towing over 8000lbs with a 94-2002 dodge is to have the flywheel redrilled to take the 13" disk/ clutch assembly ...................
Just for some extra info, the last years (Feb 94 till 1997MY) of the 5.8 in F250/350s, have an 11.5" clutch which has extra damping springs in the center. The flywheel on those particular trucks is counterbored to make room for the extra damping springs too. Not sure if this(counterboring) could be done to make it work with a 4BT/Ford flywheel?
A word of warning on LUK discs: I ordered one for my install and when it came I could not believe what a piece of junk it was! More than 2/3 of the friction pads were improperly riveted and the center section was entirely out of alignment. It was spec'd for a 6BT and probably would have scattered VERY quickly. The parts guy was almost speechless when I showed him and then all the parts guys came and had a look. They were amazed because LUK had a good reputation. This was the model with ceramic pads. Worst I've ever seen so be warned, take a CLOSE look before you lay your money down.
They are counter intuitive for diesel applications. They clamp harder at higher rpms, great for something turning 6 or 7 grand... Not great for something that makes its peak power at 1500 rpm. It will just slip and wear you pressure plate.