2014 CORVETTE MONSTER CLUTCH REVIEW!

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During a recent trip to Vengeance Racing, we added a couple of items to our VR SC750 build, along with the Monster SC series twin disc clutch. With this package putting down 800RWHP, inevitably the stock clutch was going to be one of the weakest components. This clutch was well constructed, straightforward to install (outside of all the components of the car that have to be removed in order to reach the bell housing and flywheel).
For more information about this project, be sure to contact Vengeance Racing or Monster Clutches.
http://vengeanceracing.net/
http://www.monsterclutches.com/

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FULL REVIEW:
Positive points upon receipt:
• Rivets seemed adequate and well placed
• Alignment was perfect; Placed clutch in position, mocked up torque tube and put everything together on the first attempt. Snugged right up.
• No shimming necessary
NOTE: Before finalizing install of transaxle and remaining components, tested the pressure on the pedal, pumped the pedal a handful of times and immediately got solid pedal pressure.
• Post-install – Pedal pressure was much lighter; approximately 40% of stock clutch tension, making for quicker, crisper shifts.
• Engage/disengage point was at about the 25% point in the pedal throw from top. Makes for rapid clutching/shifting.
First impressions on initial startup/drive were overall very positive. Break-in lent itself to only light driving behavior, but the engagement and transition between gears were quiet and smooth. There was some noticeable chatter from a stop in 1st gear, but never outside that point. Since that time, engagement temperament has mellowed some and the idle startup now has reduced chatter.
After 500 miles of stop and go daily driving, we’ve performed about 5 WOT pulls. Shifting is still a bit tricky to gears in the upper banks, but this is no direct correlation to the characteristics of the clutch. Hard engagement of the clutch during WOT pulls is absolutely solid and on point, especially the 3rd to 4th gear hit. With the car producing near the range of 950BHP, this speaks volumes for a clutch slipping none whatsoever. During one pull in 3rd gear, there was even break of traction at the 5500RPM threshold. That’s direct translation of power to the rear tires from a solid clutch engagement!
Overall takeaways and impressions (1 – 5):
• Appearance/fit & finish - 5
• Installation – 5
• Need for adjustment - 5
• First drive impression – 5
• Daily driving experience – 3
• Performance driving experience – 4
• Noise/vibration - 5