Uneven wear like I got is another issue that can occur.
Personally, I would normally suspect "uneven wear" to be more accurately related to either a runout issue with the flywheel surface in relation to the clutch, or possibly a difference in metallurgy of the flywheel itself - normally pretty hard for a clutch disc to *selectively* wear specific parts of a flywheel circumference...
When comparing clutch brands and types, folks tend to toss in comments as to flywheel wear with the more aggressive discs as though it was an unusual or determining factor in choosing one or another - is it really? How important IS flywheel wear of 5 thousandths compared to wear of 10 thousandths?
SO, someone tells me my LUK will wear my flywheel 10 thousandths in a specific period of time/miles - and a competing SBC will only wear it 5 thousandths in the same period - OK, so what?
Another related thread contains a statement that as far as the poster could determine, NO definite specs exist as to specific amounts that can be removed from flywheels as part of a resurfacing - and obviously, there would be differences from one brand to another as well. If DC makes a claim related to "heavy stock", what EXACTLY does that mean in thousandths of an inch? 10, 20, 30?
Brake drums thru the years have always had clearly embossed thickness limits as to how far they could be safely turned and returned to service - "Heavy stock" in a flywheel to ONE design engineer might differ considerably in opinion from another - does DC have an actual measurement specification to go by?
I personally suspect that "gut feeling" limits are in more widespread use as determining factors of resurfacing, rather than precise manufacturer specifications - but perhaps someone has a pointer to a source of specifications, especially from Dodge?
IF comparisons are to be made between 2 different brands/types of clutches, say, SBC and LUK, and each of a similar type were run for 50 thousand miles under the same operating conditions, then replaced with new ones, what would the process be for each?
Assuming no outright failures had occurred, and only routine replacement was involved, the flywheels on BOTH vehicles would require resurfacing as dictated by each of the 2 manufacturers - only potential difference, might be the amount of material removed to restore an acceptable surface - and unless there exists a clear specification in thousandths as to what CAN be safely removed from the Dodge flywheels, the difference in wear between say, 5 thousandths and 10, is sorta irrelevant as a decision maker between 2 competing clutches - they will BOTH require resurfacing!
Sure, if ONE of the 2 brands has consistently been demonstrated to wear the flywheel beyond the clear specifications of the maker in routine normal use, that would be a totally different matter! Otherwise, flywheel wear difference between brand "A" and brand "B" don't mean a whole lot, since the cost and labor to restore BOTH of them to service will be exactly the same.
What all this ultimately boils down to, is how MUCH is an extra 10 thousandths or so on your flywheel - about the thickness of an average business card - really WORTH to you? If it's worth the $300-$500 difference a competing brand might cost, then by all means, spend that extra $$$... :-laf :-laf
OH - and for the record - further above, I poked fun at Joe over an earlier statement of his - let me be absolutely clear, Joe knows FAR more in a few minutes related to engineering than the vast majority of us will know in a lifetime - when he speaks, it pays to listen!
:-laf
Attention: TDR Forum Junkies 
I just got off the phone with Tom. He was very helpful,and he felt that the dual friction model would be more than enough clutch for my application. I can't wait to install it,as my stock clutch is TOAST!!Thanks for the feedback ! 
