CLUTCH PLAYER

McLeod’s Su­per Street Pro clutch for clas­sic and late­model Chevys is per­fect for the street and track

Chevy High Performance - - Contents - TEXT & PHO­TOS: Jim Smart

McLeod’s Su­per Street Pro clutch for clas­sic and late-model Chevys is per­fect for the street and track

Clutch tech­nol­ogy has al­ways been about get­ting a grip and get­ting power from the crank­shaft to the rear axle. How to do that suc­cess­fully has al­ways been the chal­lenge for clutch man­u­fac­tur­ers like McLeod, which has been de­sign­ing and man­u­fac­tur­ing clutch sys­tems since it was founded nearly a half-cen­tury ago.

When you’ve been mak­ing clutches for as long as McLeod you come to learn a thing or two about how to de­velop and engi­neer them for a wide va­ri­ety of street and rac­ing ap­pli­ca­tions. The ob­jec­tive is to get a clutch to hook up without slip­page and do it con­sis­tently for years and years and thou­sands of miles. As we con­tinue to add to the horse­power and torque bur­den it be­comes tricky to pro­duce a clutch that can stand up to the power we want. This is why we looked to McLeod and their Su­per Street Pro clutch for our LS ap­pli­ca­tion.

The McLeod Su­per Street Pro clutch (PN 75223) for LS ap­pli­ca­tions can take up to 550 horse­power along with com­pa­ra­ble torque, which makes it ideal for both the street and track. This SFI-ap­proved clutch and fly­wheel combo in­cludes a high clamp load pres­sure plate and a dual-faced or­ganic and metal­lic clutch disc for smooth en­gage­ment and ter­rific hold­ing power. Or­ganic pro­vides smooth­ness while metal­lic gets the grip.

When it comes to clutch fric­tion ma­te­rial, there are sev­eral types of fric­tions for spe­cific mis­sions.

There’s or­ganic and heavy-duty or­ganic for medium-duty street use. Ce­ramic clutch fric­tion ma­te­rial con­sists of cop­per, iron, tin bronze, and sil­i­con diox­ide mostly. Be­cause the ce­ramic clutch fac­ing tends to en­gage abruptly, it isn’t sug­gested for street use. How­ever, it is per­fect for rac­ing. Kevlar is a nice com­pro­mise for street and strip ap­pli­ca­tions be­cause it is so rugged yet for­giv­ing be­cause it of­fers both dura­bil­ity and smooth en­gage­ment. Metal­lic clutches of­fer dura­bil­ity and smooth en­gage­ment. They are de­signed pri­mar­ily for truck use.

What’s nice about these McLeod clutch kits is they ar­rive with ev­ery­thing you need to per­form the in­stal­la­tion, in­clud­ing the pi­lot tool, re­lease bear­ing (where ap­pli­ca­ble), and pres­sure plate bolts (where ap­pli­ca­ble).

We also opted for the McLeod hy­draulic clutch slave/re­lease bear­ing pack­age (PN 1372) to re­place the ag­ing fac­tory unit. It is a drop-in re­place­ment, which doesn’t in­volve any spe­cial mod­i­fi­ca­tions. All you need to do is bleed the sys­tem upon in­stal­la­tion and do an op­er­a­tional check be­fore hit­ting the road and you’re good to go.

01 | Af­ter mak­ing room by re­mov­ing the drive­shaft and the ex­haust sys­tem, the hy­draulic clutch braided line needs to be dis­con­nected at the mas­ter cylin­der above. Have a drip pan avail­able for the stray brake fluid in the sys­tem and be care­ful not to get it on any painted sur­face; it will do per­ma­nent dam­age.

02 | The shifter han­dle is dis­con­nected from the shifter by re­mov­ing two bolts with a 5/8-inch box­end wrench.

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