Twin Disc Clutch to go w for the Street?!
#21
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W having the Single Disc Monster 3 in the F-Bodies ya have to have a Tick Master or Larger Bore Master Cyc. for it to work right Correct?!
Just got off Ticks site looking at the Twin Disc Selections, I didnt know Monster made a Twin, how new are these? I dont hear any feed back from ppl running them but the info on them sounded good
Just got off Ticks site looking at the Twin Disc Selections, I didnt know Monster made a Twin, how new are these? I dont hear any feed back from ppl running them but the info on them sounded good
#23
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There are a number of good options as indicated above and with actual use. I too searched/researched for some time seeking a replacement for the aftermarket twin-friction, single disc clutch which had simply worn out and way too soon. It worked, but had very high pedal pressure and a release that required more precise attention. The manufacturer no longer makes the unit and probably for good reason.
Although I have similar torque/horsepower to you in a C5 Corvette, I wanted a return to better release characteristics and far greater life. The R/R in a C5 is labor intensive and I am getting old.
Anyway, after much consideration, I decided to install the relatively new Centerforce DYAD dual-disc clutch which is a design departure from most other dual-disc units. It used stock MC and slave unit, minor increase in clutch pedal pressure and has demonstrated relatively low noise. After proper break-in and daily use I must say it has been a very worthy choice. I enjoy release well away from the floor which it has; slight rattle with clutch disengaged, but I do have some lope which helps that happen otherwise quiet; smooth engagement at start and between gears; very postive clamping when dropped at higher RPM's. All in all it does what I paid for!
Did go from an aluminum flywheel/smaller diameter PP and that was a concern with the heavier unit. I do road track the car from time to time and enjoy the quicker spool-up/down the lighter unit provided. But, the DYAD uses a very relieved billet steel flywheel in the parimeter of the unit and no aluminum option as the flywheel is an integral part of the design. In use, I don't actually feel much difference there either. Lastly, the build quality was very high and included an individual test sheet for reference.
Trust this may be useful. Appears you have some very good choices any way you go...
A1
Although I have similar torque/horsepower to you in a C5 Corvette, I wanted a return to better release characteristics and far greater life. The R/R in a C5 is labor intensive and I am getting old.
Anyway, after much consideration, I decided to install the relatively new Centerforce DYAD dual-disc clutch which is a design departure from most other dual-disc units. It used stock MC and slave unit, minor increase in clutch pedal pressure and has demonstrated relatively low noise. After proper break-in and daily use I must say it has been a very worthy choice. I enjoy release well away from the floor which it has; slight rattle with clutch disengaged, but I do have some lope which helps that happen otherwise quiet; smooth engagement at start and between gears; very postive clamping when dropped at higher RPM's. All in all it does what I paid for!
Did go from an aluminum flywheel/smaller diameter PP and that was a concern with the heavier unit. I do road track the car from time to time and enjoy the quicker spool-up/down the lighter unit provided. But, the DYAD uses a very relieved billet steel flywheel in the parimeter of the unit and no aluminum option as the flywheel is an integral part of the design. In use, I don't actually feel much difference there either. Lastly, the build quality was very high and included an individual test sheet for reference.
Trust this may be useful. Appears you have some very good choices any way you go...
A1
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If money isn't an problem, might look into the Exedy GT01SD or GT01XD. I ran the SD in my supercharged V (4000lbs and 500rwhp) and it was awesom. The XD will hold more power but I've never heard how they feel. I had issues with a stock LS7 clutch and a SPEC stage 3 sticking to the floor and after the Exedy went in all my shifting issues went away. Us V guys don't have an option for an aftermarket master so I had to find something that would work with stock hydraulics which the Exedy did perfectly.
#26
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I had a McLeod in my 70 Challenger with XV Motorsports level 2 kit and never let me down. Now I have a Center Force clutch. My RST and master feels perfect in my SS. Pedal pressure feels like stock. No chatter or noise. When I slam 2-3-4 up shift and down, no problem engaging. Granted only 1500 miles on it so far but I'm not worried. McLeod has been around for ever.
Last edited by 38DD2436; 08-26-2013 at 06:02 PM.
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I love my McLeod RXT with stock master cylinder. Can't even tell I put a clutch in the car. I plan on having about 600hp at the wheels when finished and have no doubts about it. It feels great and can be driven in traffic with no effort.
#29
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For those of you Posting Im Curious which Twin Disc ya have and how many Miles ya got on the Clutch?
Theres always this route also, and no clutch noise what so ever w the Zr1 Clutch!
http://www.vetteweb.com/tech/vemp_10...m/viewall.html NOTE: This is for C6 only...
Lingenfelter says> "The Lingenfelter ZR1 flywheel and clutch kit includes all of the major components required for installation in a C6 Corvette, and fits in the 2005-2010 C6 Corvette (LS2, LS3 and LS7 equipped vehicles). However, due to the larger diameter of the LS9 clutch, it does not fit in 1997-2004 C5 Corvette bell housings."
BUT Katech has a Zr1 Clutch for a C5> http://store.katechengines.com/ls9r-...-z06-p300.aspx
Maybe Katech is using a Different Pressure Plate? I kind of doubt it tho......Time to make a phone call lol
Theres always this route also, and no clutch noise what so ever w the Zr1 Clutch!
http://www.vetteweb.com/tech/vemp_10...m/viewall.html NOTE: This is for C6 only...
Lingenfelter says> "The Lingenfelter ZR1 flywheel and clutch kit includes all of the major components required for installation in a C6 Corvette, and fits in the 2005-2010 C6 Corvette (LS2, LS3 and LS7 equipped vehicles). However, due to the larger diameter of the LS9 clutch, it does not fit in 1997-2004 C5 Corvette bell housings."
BUT Katech has a Zr1 Clutch for a C5> http://store.katechengines.com/ls9r-...-z06-p300.aspx
Maybe Katech is using a Different Pressure Plate? I kind of doubt it tho......Time to make a phone call lol
#30
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Theres always this route also, and no clutch noise what so ever w the Zr1 Clutch!
http://www.vetteweb.com/tech/vemp_10...m/viewall.html NOTE: This is for C6 only...
Lingenfelter says> "The Lingenfelter ZR1 flywheel and clutch kit includes all of the major components required for installation in a C6 Corvette, and fits in the 2005-2010 C6 Corvette (LS2, LS3 and LS7 equipped vehicles). However, due to the larger diameter of the LS9 clutch, it does not fit in 1997-2004 C5 Corvette bell housings."
BUT Katech has a Zr1 Clutch for a C5> http://store.katechengines.com/ls9r-...-z06-p300.aspx
Maybe Katech is using a Different Pressure Plate? I kind of doubt it tho......Time to make a phone call lol
http://www.vetteweb.com/tech/vemp_10...m/viewall.html NOTE: This is for C6 only...
Lingenfelter says> "The Lingenfelter ZR1 flywheel and clutch kit includes all of the major components required for installation in a C6 Corvette, and fits in the 2005-2010 C6 Corvette (LS2, LS3 and LS7 equipped vehicles). However, due to the larger diameter of the LS9 clutch, it does not fit in 1997-2004 C5 Corvette bell housings."
BUT Katech has a Zr1 Clutch for a C5> http://store.katechengines.com/ls9r-...-z06-p300.aspx
Maybe Katech is using a Different Pressure Plate? I kind of doubt it tho......Time to make a phone call lol
#32
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That would explain the Price jump from all the other Ls9 Clutch kits Vs the C5 Ls9 Clutch kit, I would assume that the bell housing spacer is a one piece ring or 2 piece that seals the bellhousing up still and still uses dowel pins to keep everything from twisting?
And since we're moving the Bellhousing back by 3/16" and the Rear Transaxle Cradle is Dowel Pinned also how hard is it to get it back under the car and bolted in? Is there any modifications that have to be done on the Rear Cradle as well?
And since we're moving the Bellhousing back by 3/16" and the Rear Transaxle Cradle is Dowel Pinned also how hard is it to get it back under the car and bolted in? Is there any modifications that have to be done on the Rear Cradle as well?
Last edited by 1999Firehawkls7; 08-29-2013 at 09:54 AM.
#33
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That would explain the Price jump from all the other Ls9 Clutch kits Vs the C5 Ls9 Clutch kit, I would assume that the bell housing spacer is a one piece ring or 2 piece that seals the bellhousing up still and still uses dowel pins to keep everything from twisting?
And since we're moving the Bellhousing back by 3/16" and the Rear Transaxle Cradle is Dowel Pinned also how hard is it to get it back under the car and bolted in? Is there any modifications that have to be done on the Rear Cradle as well?
And since we're moving the Bellhousing back by 3/16" and the Rear Transaxle Cradle is Dowel Pinned also how hard is it to get it back under the car and bolted in? Is there any modifications that have to be done on the Rear Cradle as well?