SVTPerformance Clutch Player : McLeod RXT Twin-Disc Clutch Installwww.svtperformance.com/forums/front...ayer-mcleod-rxt-twin-disc-clutch-install.htmlwww.svtperformance.com/forums/front...ayer-mcleod-rxt-twin-disc-clutch-install.htmlwww.svtperformance.com/forums/front...ayer-mcleod-rxt-twin-disc-clutch-install.html
www.svtperformance.com/forums/front...ayer-mcleod-rxt-twin-disc-clutch-install.htmlIf there’s one area of the 2011+ 5.0 Mustangs that owners seem to universally agree needs modification to improve drivability, it’s the MT-82 manual transmission. In fact, one of the first mods we added to the SVTP GT was an MGW Shifter. While that produced a huge improvement in shift quality there was still plenty of room for improvement of the MT-82 driving experience. So when our friends at Lethal Performance offered us the chance to try out a McLeod RXT Twin-Disc Clutch and their accompanying steel flywheel, we jumped at the opportunity.
Paul Lee, the owner of McLeod Racing, has a long history in the world of high-performance motoring, including piloting Nitro Funny Cars. He brings his competitive nature to the business of clutch manufacturing to build what some in the industry consider the best clutch on the market. Lethal Performance has such confidence in McLeod clutches that they use them in three of their cars, even installing one in their 2011 GT before any power mods were added. And it has continued to provide unwavering performance in the face of over 750RWHP from a 2.9L Whipple Crusher and countless quarter-mile passes.
However, since the SVTP 5.0 spends about 98% of its time on the street, so we don’t want the clutch to feel like something that belongs in a Triple Seven Yuke. Fortunately, with the RXT you don’t have to accept dump-truck-like drivability in order to get massive power holding abilities. For those of you not familiar with McLeod’s clutch line, the RXT twin-disc kit is designed to handle ludicrous amounts of horsepower while retaining stock like street manners. The ceramic clutch materials make capable of holding up to 1000 horsepower, which should come in handy for some of the plans we have for the SVTP GT in the near future.
For the install we headed to Power-By the Hour in Boynton Beach, FL. Jake Long, the co-proprietor, and his crew got to work on our 5.0 in the morning, and by early afternoon we were ready hit the streets and put the RXT to the test. Follow along as we do the install:
I just love seeing new mods.
Up on the lift and ready for some work.
The mid-pipe has to come out.
This should give you a hint about an upcoming article.
With the exhaust and drive shaft out of the way it's time to start removing the tranny.
The shifter has to unbolted from the body. We'll be going in for some updates to our MGW shifter in the near future.
The starter motor has to come out to drop the tranny.
With a tranny jack in place it's time to start lowering the MT-82.
It can't just be dropped straight down, it has to be pulled back.
This disengages the transmission input shaft.
Then the tranny can be dropped down and moved out of the way.
Not a view you see very often.
Here's a shot of the stock throw-out bearing.
The stock clutch is not a bad looking piece.
During my short lunch break the techs at PBH removed the stock flywheel, installed the McLeod flywheel, and started bolting up the McLeod unit withe the inner clutch plate and floater disc.
Making sure everything is torqued properly is essential to a perfect installation.
The second clutch disc can then be installed.
The pressure plate can then be installed.
The MT-82 can then be positioned back in place.
It's a tight fit getting everything back in the transmission tunnel.
Again, everything needs to be torqued to spec.
It's all coming back together.
The massive stock drive shaft can now be reinstalled.
Here you can see the drive shaft pinion flange. The damp area on the axle is from oil being emitted from the vent. We'll have a fix for that in the near future.
Here you can see the mounting bracket for the center bearing of the stock two-piece drive shaft.
The exhaust can now be replaced.
We found an SVTP member's GT500 at PBH for a little work.
Off the lift and ready for a road test.
If you haven't gotten your fill of McLeod clutch install media you should check out this video produced by McLeod:
<iframe width="853" height="480" src="http://www.youtube-nocookie.com/embed/rWX6zKIGLaI" frameborder="0" allowfullscreen></iframe>
Up on the lift and ready for some work.
The mid-pipe has to come out.
This should give you a hint about an upcoming article.
With the exhaust and drive shaft out of the way it's time to start removing the tranny.
The shifter has to unbolted from the body. We'll be going in for some updates to our MGW shifter in the near future.
The starter motor has to come out to drop the tranny.
With a tranny jack in place it's time to start lowering the MT-82.
It can't just be dropped straight down, it has to be pulled back.
This disengages the transmission input shaft.
Then the tranny can be dropped down and moved out of the way.
Not a view you see very often.
Here's a shot of the stock throw-out bearing.
The stock clutch is not a bad looking piece.
During my short lunch break the techs at PBH removed the stock flywheel, installed the McLeod flywheel, and started bolting up the McLeod unit withe the inner clutch plate and floater disc.
Making sure everything is torqued properly is essential to a perfect installation.
The second clutch disc can then be installed.
The pressure plate can then be installed.
The MT-82 can then be positioned back in place.
It's a tight fit getting everything back in the transmission tunnel.
Again, everything needs to be torqued to spec.
It's all coming back together.
The massive stock drive shaft can now be reinstalled.
Here you can see the drive shaft pinion flange. The damp area on the axle is from oil being emitted from the vent. We'll have a fix for that in the near future.
Here you can see the mounting bracket for the center bearing of the stock two-piece drive shaft.
The exhaust can now be replaced.
We found an SVTP member's GT500 at PBH for a little work.
Off the lift and ready for a road test.
If you haven't gotten your fill of McLeod clutch install media you should check out this video produced by McLeod:
<iframe width="853" height="480" src="http://www.youtube-nocookie.com/embed/rWX6zKIGLaI" frameborder="0" allowfullscreen></iframe>
Once the new McLeod clutch was installed and the hydraulic system was bleed we were ready to head out for a test drive. The first thing we noticed during our test drive was that there wasn’t really anything to notice. The pedal effort didn’t seem to have increased in the slightest versus the stock setup. This is one of the big selling features of the RXT/RST twin-disc lineup. If you have driven a Fox based Mustang with a heavy duty clutch you know that they can definitely give your left leg a workout, and a long day of that (like being stuck in traffic during Mustang Week) can lead to a fatigued driver. With the McLeod RXT installed in the SVTP GT the pedal effort felt essentially stock. I really couldn’t tell much of a difference, which was good news to me because I have to drive that car around Myrtle Beach, SC in Summer traffic.
The biggest difference, and one that is greatly welcomed, is that the clutch take-up is now much more linear. One of our biggest complaints with stock organic clutch was that the manner in which it engaged was unpredictable. That problem is now gone. Unlike the stock clutch, the engagement of the RXT feels exactly the same every time. After a brief break-in period, roughly 100 miles for the SVTP GT, the clutch exhibits basically no chatter if you drive it properly. Speaking of proper driving technique, it may take you a few trips around town to figure it out. The McLeod seems to like more RPM and a little more slippage at takeoff than the stock unit when trying for a smooth engagement. However, for a clutch with such epic bite it is surprisingly simple to drive it smoothly. And let’s face it; no one wants to deal with jack-rabbit starts in civilized street car. After giving it a considerable beating on the street and at the strip the GT’s new clutch showed absolutely no signs of any issues.
If you’re wondering about the differences between the McLeod RXT and RST clutches wonder no more. The major difference in the two is the clutch friction material that is utilized in their construction. The RXT uses a ceramic composite material, while the RST offers an organic friction plate. While the two different materials offer essentially the same driving experience, they do differ in two areas. First, the RXT is capable of supporting up to 1,000HP, while the RST is limited to about 800HP. For a street car, either choice is likely overkill. The other difference can be found in the price. The RXT tends to retail for about $200 more than the RST. Not a huge amount of money, but still something to think about. We decided to go with the RXT because according to our philosophy, if you’re going to kill something you might as well overkill it.
Below are some pics that should highlight the differences between the two McLeod clutches and the reason it is necessary to run the accompanying flywheel with either clutch choice:
Here you can see why you must use the McLeod flywheel with the RXT clutch. The larger hub area opening of the stock unit would only allow about half of the smaller McLeod clutch disc to engage the flywheel surface.
Here's a view from another angle.
Here you can see how much larger the stock pressure plate is than the McLeod unit.
Another angle.
And one more.
For those interested, the stock clutch is made by Valeo...
...in Turkey
Here you can see the difference between the RXT (left) and RST (not left) clutch discs.
The RXT's friction material is a ceramic composite.
The RST's (right) friction material is organic, but it is a far more robust formulation than the stock clutch disc.
Surprisingly, with less friction material area the RXT actially is rated to withstand 200 more horsepower than the RST.
Here you can see some of the various materials that compose the RXT clutch material.
Since both clutches can hold more power than most street cars will ever see, the choice of which on to use will likely depend on your budget.
With a decent amount of use on it, the stock clutch from the SVTP GT still looks pretty good.
Here you can see that the McLeod unit is a more compact design than the stock disc.
The difference is even more evident when the discs are overlaid.
If you remember the larger hub opening of the stock flywheel you'll be able to see why you must use the McLeod flywheel with a McLeod clutch.
When it comes to performance, the McLeod RXT leaves the stock unit behind (bad pun intended).
Here's a view from another angle.
Here you can see how much larger the stock pressure plate is than the McLeod unit.
Another angle.
And one more.
For those interested, the stock clutch is made by Valeo...
...in Turkey
Here you can see the difference between the RXT (left) and RST (not left) clutch discs.
The RXT's friction material is a ceramic composite.
The RST's (right) friction material is organic, but it is a far more robust formulation than the stock clutch disc.
Surprisingly, with less friction material area the RXT actially is rated to withstand 200 more horsepower than the RST.
Here you can see some of the various materials that compose the RXT clutch material.
Since both clutches can hold more power than most street cars will ever see, the choice of which on to use will likely depend on your budget.
With a decent amount of use on it, the stock clutch from the SVTP GT still looks pretty good.
Here you can see that the McLeod unit is a more compact design than the stock disc.
The difference is even more evident when the discs are overlaid.
If you remember the larger hub opening of the stock flywheel you'll be able to see why you must use the McLeod flywheel with a McLeod clutch.
When it comes to performance, the McLeod RXT leaves the stock unit behind (bad pun intended).
Essentially, when you buy a McLeod RXT for you 2011+ Mustang GT you’re getting a clutch with stock like street manners, but with the ability to handle up to 1,000 horsepower. It’s tough to beat that combination. If making ridiculous power through an MT-82 is in your future, you really should consider adding a McLeod clutch. For the SVTP GT, its tranny is now one step closer to feeling the way it should have felt from the factory.
For a little better description of the physical differences between McLeod RXT and RST clutches, along with the stock setup, check out this video featuring Jared Rosen from Lethal Performance:
<iframe width="853" height="480" src="http://www.youtube-nocookie.com/embed/kW34B532VI0" frameborder="0" allowfullscreen></iframe>
Special Thanks To:
Lethal Performance
Power By The Hour Performance
McLeod Racing Clutches
-SID297:beer:
