The bellhousing and pressure plate are removed with a 13mm socket, and finally the flywheel with a 15mm socket. A puller is used to remove the pilot bearing from the crank, which will be replaced by the unit supplied with the new clutch. | 
The ARP head bolts are removed, as are the heads, before the lifters (and trays) can be pulled from the block with a magnet. | 
A pulley removal tool is used on the crank pulley to gain access to the timing cover, oil pump, pickup tube, timing set, and cam retainer-all of which require a 10mm socket to remove. Eventually the cam slides right out, and disassembly is pretty much done. |
A LuK Pro Gold clutch set (PN 04-903) was chosen for its reputation for near-OEM feel. The single organic disc has proved to hold on most naturally aspirated applications and even quite a few forced induction Gen IIIs. A matched, adjustable pressure plate is also included as is an aluminum flywheel and pilot bearing. | 
As per LuK's specs, the flywheel is torqued with 75 lb-ft after the stock bolts have been treated with Teflon to prevent oil from leaking onto the clutch. LuK supplied bolts for the flywheel, however, A&A has found that they are the wrong thread for Vettes (though they may be OK for other Gen III applications). | 
A junked torque tube was used to create A&A's favored alignment tool for the clutch and pressure plate, which is installed and torqued to 55 lb-ft. Once the master cylinder is replaced, all that's left is reinstalling the bellhousing. |
COMP Cams hooked us up with this custom-grind hydraulic roller made to A&A's specs that would be not only completely streetable and work with the rest of the combination, but would also keep hydrocarbons and other harmful emissions to a minimum. To achieve this, A&A Proprietor Andy Green had COMP use an LSK intake lobe with 223 degrees of duration at .050 and .637-inch lift, and an XE-R exhaust lobe with 228 degrees of duration at .050 and .571-inch lift. The lobes are separated by 114 degrees for optimum overlap. | 
After some GM assembly lube, the cam is inserted into the block. The bolts on the cam retainer plate are treated with red Loctite and torqued to 18 lb-ft to make sure these bolts don't walk themselves out as the cam spins furiously. | 
A special puller tool is used to remove the crank drive gear on the timing set, so that it (and the rest of the timing set) can be replaced by a single-row LS2 timing set purchased by the owner via A&A from Scoggin-Dickey (PN SD7240). The bolts on the cam gear are snugged first in an alternating pattern, then torqued to 18 lb-ft, using plenty of red Loctite. The oil pump is greased and slid onto the pickup tube, and a new main seal is installed for good measure as is a new set of GM lifters. |