I wouldn't bother with a dual friction clutch. Unless you have 800+ ft/lbs of torque and pulling heavy loads, a monster clutch like that belongs behind a Cummins. Besides, it will give you such a stiff clutch pedal and a sore leg. It would definitely not give you any advantage with fast shifts, and most likely put unnecessary strain on the vulnerable cast aluminum bellhousing. A resurfaced stock steel flywheel and even an off the shelf Parts Store clutch will handle all the power from a Big Block (within reason) while turning big tires, and never give you an issue as long as you don't ride the pedal. There is nothing wrong with stock replacement parts. For example, just last weekend I removed the transfer case and transmission from my 1979. I am overhauling them with new bearings and seals etc. Since I was there, I thought it would be wise to pull the bellhousing and inspect the clutch. It is still in very good condition after 14 years of hard work behind a mild 400sbc. I gave the flywheel a quick buzz with an abrasive disc, cleaned the pressure plate & friction disc, and re-used them without any doubt in my mind. I did change the through-out and pilot bearings though. At this point, I didn't even consider installing the dual friction clutch that my friend gave me for free, because I don't want my left leg looking like Arnold Schwarzenegger's bicep. Keep it simple dude, realistically it's a heavy 4WD pickup truck, not a 10 second Camaro or a 1000ft/lb diesel trailer puller. One last thing, you could get 3 stock replacement clutches for the price of that monster clutch. Less is more. I would invest in quality Spicer U-Joints over an aftermarket clutch any day, but that's just my preference. In your case, I would stick with the stock heavy steel flywheel, get it properly machined, and a good Centerforce clutch would be my suggestion. You will be very happy with the performance.
Just my opinion
