The ALTO power pack....must be used with a special recut OD/REV common pressure plate. It is thinner to allow the extra steel and friction. BTW, I have never had a problem with using Borg Warners or get OEM kevlars in this clutch with the 4 friction/3 steel standard configuration. I have also though about using the OEM semi-metallics from the REV clutch here but have not experimented here. Kevlars work nicely.
Clutch clearances and end play are more important that design updates except for the UD tapered snap ring. You can't use the first design (.070") and the 2nd design/1st update .060" is unreliable. MAke sure your L/R is as close, but not under, .035" but never more than .042. This is key for eliminating coast down bumps even when there is no problems with L/R piston leakage.
The tapered snaps will always have the TAPER facing you (i.e. up) when installed. The FLAT part rests against the plate. You will have ONE in the input clutches retainer assembly (one for the UD...will be a .075" if using the second update reaction plate and .090" if using the latest 3rd update...OEM out of the factory would have been 1st update .060 and these cracked regularly.) There will be one in the case which will be the second snap ring you install which holds the pressure plate against the relatively thin L/R snap ring. MAKE sure it is seated especially if using the pressure plate that does not have a relief cut in it. Very easy to allow a bit of this snap ring to be exposed where it will bind against the 1st 2/4 clutch friction and you will destroy the clutch short order.
Watch the 1st UD snap ring and the REV snap....both are similar. REV snap has flat ends and the 1st UD has little nubs.
Best of luck!