When planning a project car, you mix and match parts to not only reach your performance goals but also survive those performance goals. There’s no point in building a car only for it to break down all the time, right? If you’re hitting the quarter-mile in your project, there’s a good chance you are going to modify the rear suspension and axle to deliver the grip you need and handle that shock load repeatedly. But what about the world of drifting? Do you need a twin-disc? Can you run an organic clutch disc? We got our answers and more from Monster Clutches on the right clutch for drifting.

Choosing the right clutch for drifting isn’t just about handling power, it’s about control, heat management, and long-term durability. In drifting, where the clutch sees more abuse than in nearly any other motorsport, trusting your driveline to the wrong materials can cost you more than just a run. That’s where Monster Clutches comes in. Drifting demands rapid clutch kicks, high RPM engagements, and brutal throttle transitions. These dynamics place immense stress on the clutch system, especially when torque numbers are pushing four digits. That’s why Monster Clutches has become a go-to name in the LS drift world, offering clutch kits that match the abuse competitive drifting hands out.

Drifting is very hard on the drivetrain. This stock clutch couldn’t take the abuse and and heat, and failed. Note the “hot spots” on the pressure plate surface from the heat generated from slipping.

Understanding Clutch Material

Most OEM clutches and entry-level performance clutches use solid-face organic friction materials. These are sufficient for daily driving and street-driven performance builds, as organic material provides smooth engagement, long-term serviceability, and good drivability characteristics. But when the drivetrain is consistently hammered like it is in a drift car, the shortcomings of organic friction becomes clear. Under high heat, the material begins to break down. Slippage, fade, and warping all become serious risks. Eventually, the material will disintegrate and separate from the clutch disc, rendering your car virtually undrivable.

OEM and street-driven performance clutches use organic clutch disc material. Perfect for long-term reliability and street performance, but not the best for the abuse a drift clutch sees at the track.

That’s why serious builds move up to ceramic or sintered clutch discs. These friction surfaces are engineered to handle the high temperatures and intense clamp loads generated by upgraded pressure plates and aggressive driving, mixed with high torque and horsepower. Ceramic offers higher friction coefficients and better heat dissipation than organic material, and it resists glazing under hard use. Sintered materials go a step further, providing extreme heat tolerance and aggressive bite.

You want to avoid any full faced friction in a drifting application. Clutch kicks are HARD on clutches, and tend to rip facings away from the carriers on full faced setups. We recommend going to a pucked style friction if this is the style of driving you do. — Jason, Monster Clutches —

Sintered clutch discs are created by compressing powdered metal into a mold, then fusing it under intense heat and pressure, much like forging. The sintered material is typically iron, chosen for its durability and high thermal tolerance. Unlike many friction materials, sintered iron performs better as temperatures rise as its coefficient of friction actually increases with heat. That same trait is why sintered is often found in racing brake pad formulations as well.

On the left is the ceramic friction material that comes on the SC Series clutches. On the right is the sintered friction material that comes on the R Series clutches. Both are puck-style discs to help and clutch-kicking abuse.

Monster Clutches builds its SC-series and R-series single-disc, twin-disc, and triple-disc clutch kits with high-strength friction materials tailored for this kind of abuse and are the ideal clutch for drifting. Its twin-disc and triple-disc units offer more surface area for heat dissipation and load distribution for engines making high horsepower like LSs with a power adder. This translates to consistent engagement under extreme torque and better endurance throughout the season.

A Real-World Test Bed: Johnathan Hurst’s XLR

To see Monster Clutches in action, look no further than pro drifter Johnathan Cash Hurst of Cash Racing. His current Formula Drift competition car is one of the most radical LS-powered machines in the paddock: an uncommon Cadillac XLR running a custom-built twin-turbo 427 cubic-inch LS engine and a billet twin-disc Monster Clutch.

At the core of this setup is a Dart aluminum LS block filled with a Manley 4.00-inch stroke crankshaft, Boostline connecting rods, and Diamond Racing 4.125-inch pistons to make the 7.0-liter displacement. The rotating assembly is designed for high-RPM punishment and big boost, with a double roller billet timing set and custom ground camshaft dialing in the valvetrain rhythm.

Oiling is handled by a Melling 10295 pump feeding from a baffled Moroso oil pan. Up top, the combo breathes through Brodix BR7 heads with BTR springs on top of Johnson lifters. Supporting components like ARP head studs, SCE fire ring head gaskets, and MLRE billet valve covers ensure the top end stays sealed and reliable at high boost levels.

The setup runs a Haltech R5 engine management system controlling twin Garrett G35-900 turbos. Power is routed through a GForce Transmissions custom-built manual gearbox, which interfaces directly with a Monster billet twin-disc clutch built to hold well beyond 1,000 lb-ft of torque. On the dyno, Hurst’s car lays down over 1,250 horsepower and 1,000 lb-ft of torque.

In this kind of environment, no off-the-shelf clutch would last a weekend. Hurst’s billet twin disc setup proves that Monster’s high-performance ceramic-based clutch tech isn’t just theory, it’s been validated under the toughest conditions.

SC-Series Clutch For Drifting

Unlike many performance clutches that compromise street manners, the SC Series clutch is engineered to offer near-stock pedal effort, quiet operation, and progressive engagement. This makes it ideal for weekend warriors and street-driven drift builds that still see occasional track use. The clutch kit includes Monster’s 28-pound billet steel flywheel, which is matched for weight and balance to maintain drivetrain harmony.

The Monster SC Series single-disc clutch can handle up to 700 rear-wheel horsepower. Its 12-inch ceramic clutch disc with a sprung hub delivers consistent engagement and decent drivability while offering a substantial increase in torque capacity over OEM clutches.

The Monster SC Series single-disc clutch is designed for street-driven LS-powered drift builds making up to 700 rear-wheel horsepower. Its 12-inch ceramic clutch disc with a sprung hub delivers consistent engagement and decent drivability while offering a substantial increase in torque capacity over OEM clutches. For those looking for a bump in holding capacity, the SC Series twin-disc clutch can hold up to 850 rear-wheel horsepower.

Monster Clutches SC Series twin-disc clutch can hold up to 850 rear-wheel horsepower.

The pressure plate is designed for long life and consistent clamping force, while the billet flywheel helps reduce vibration and ensures long-term durability. The SC Series clutch is compatible with GM’s OEM hydraulic system. It includes everything needed for installation, from ARP hardware to alignment tools, making it a complete solution for LS owners looking for a durable clutch for drifting.

In short, the Monster SC Series clutch offers the durability and grip needed for high-performance street applications without sacrificing drivability. It’s ideal for enthusiasts who want to hold more power but aren’t looking to compromise streetablility.

R-Series Clutch For Drifting

The Monster R Series clutches are for track‑focused, high‑performance drift cars that spend the majority or all of their time at the track. The single-disc clutch features an 11-inch, 6-puck disc with Monster’s proprietary sintered friction material and heavy-duty pressure plate rated for 850 rear-wheel horsepower. Built on a racing mindset, the R Series uses a lightened 24-pound billet steel CNC-machined flywheel balanced to under 0.100 oz/in for superior smoothness. This clutch thrives under extreme conditions but isn’t meant for daily commuting due to its very aggressive engagement profile.

The R Series is the hardcore clutch for drifting, so expect a harsh pedal feel, aggressive chatter or shudder on launch, and a sharp on/off engagement. That’s par for the course when squeezing maximum grip from high-torque setups. This unit is intended for racing use with minimal street time but can be driven on the street if you’re ready to accept its coarse behavior and shortened life span. The R Series stands apart from the SC Series by offering significantly higher torque capacity in exchange for reduced streetability. Like the SC Series, Monster offers the R Series in a twin-disc setup that can handle up to 1,100 rear-wheel horsepower or a triple-disc setup that can handle up to 1,800 rear-wheel horsepower.

The triple-disc R Series is as smooth as you’re going to get in something that’s going to hold 1800 rwhp. It’s aggressive of course, but that’s necessary at that power level. This friction is specifically designed to handle abuse and heat. — Jason, Monster Clutches —

Proven For Competitive Drifting

There are plenty of performance clutches out there, but only a few have the track record that Monster Clutches does in the world of drifting. With racers like Johnathan Hurst pushing their setups well past the 1,200 horsepower mark, Monster has proven its place in the winner’s circle at drift events across the country.

Whether you’re shredding tires in a grassroots LS-swapped S13 or hunting podiums in a pro-spec LS build, Monster Clutches has the options, materials, and experience to match your needs and build you a clutch for drifting. Don’t let your clutch be the weak link—build it right the first time with a setup that’s been drift-tested at the highest level.

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